JP2009255622A - Braking system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a braking system capable of applying braking force to wheels arranged on the diagonal of a vehicle, and distributing the braking force to the front wheel braking force and the rear wheel braking force. <P>SOLUTION: The braking system comprises a master cylinder 22 for applying the master pressure PMC to brake oil OIL, a first system 25 for feeding pressurized brake oil OIL1 to an FR cylinder 27a and an RL cylinder 27b, a second system 26 for feeding pressurized brake oil OIL2 to an FL cylinder 27c and an RR cylinder 27d, a first connection pipe L18 for connecting upstream sides of holding solenoid valves 25b, 25c to a part between a holding solenoid valve 26b and the RL cylinder 27c, a second connection pipe L28 for connecting upstream sides of holding solenoid valves 26b, 26c to a part between the holding solenoid valve 25c and the RL cylinder 27b, a first changeover valve 25d provided in the first connection pipe L18, and a second changeover valve 26d provided in the second connection pipe L28. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a braking device, and more specifically, a braking system including a first braking system that applies a braking force to the right front wheel and the left rear wheel, and a second braking system that applies a braking force to the left front wheel and the right rear wheel. It relates to the device.

  2. Description of the Related Art Conventionally, there has been a braking device that pressurizes a working fluid in accordance with a driver's braking operation and applies pressure braking force to the front and rear wheels by supplying the pressurized working fluid to wheel cylinders provided on the front and rear wheels of the vehicle. is there. As a conventional braking device, a first system that supplies pressurized working fluid to a front wheel right wheel cylinder provided on a right front wheel and a rear wheel left wheel cylinder provided on a left rear wheel, and a left front wheel is provided. In some cases, the front wheel left wheel cylinder and the second system for supplying pressurized working fluid to the rear wheel right wheel cylinder provided on the right rear wheel are available. That is, in the conventional pressure braking device, the piping that supplies the working fluid is connected to each wheel by a cross piping. A braking device having a cross piping type pressure braking device is configured to apply a pressure braking force to wheels disposed on a diagonal line of a vehicle. Therefore, even if either the first system or the second system fails in a vehicle such as a so-called FF vehicle in which the engine is mounted in front of the vehicle and the front wheels are driving wheels, the load on the front wheels increases. Power can be applied to the front and rear wheels to ensure the stability of the vehicle behavior during braking.

  Further, as shown in Patent Document 1, the conventional pressure braking device includes a pressure braking device that applies a pressure braking force based on the wheel cylinder pressure of each wheel cylinder to each wheel of the vehicle, and at least a front wheel or a rear wheel of the vehicle. There is a regenerative braking means for applying a regenerative braking force to either one, and a pressure braking device compensates for insufficient braking force due to fluctuations in the regenerative braking force. The pressure braking device shown in Patent Document 1 is pressurized to a first system that supplies pressurized working fluid to a front wheel cylinder provided to each front wheel, and to a rear wheel wheel cylinder provided to each rear wheel. And a second system for supplying a working fluid. That is, in the pressure braking device shown in Patent Document 1, piping for supplying a working fluid is connected to each wheel by front and rear piping. A braking device having a front and rear piping type pressure braking device is configured to distribute pressure braking force between a front wheel braking force acting on a front wheel of a vehicle and a rear wheel braking force acting on a rear wheel of the vehicle.

JP 2004-276666 A

  However, in a braking device having a cross piping type pressure braking device, like the braking device having a front and rear piping type pressure braking device, the pressure braking force is applied to the front wheel pressure braking force acting on the front wheel of the vehicle and the rear wheel of the vehicle. It cannot be distributed to the acting rear wheel pressure braking force. Therefore, the braking force cannot be distributed between the front wheel braking force and the rear wheel braking force. On the other hand, in the braking device having the front and rear piping type pressure braking device, the pressure braking force is applied when either the first system or the second system fails, as in the braking device having the cross piping type pressure braking device. It cannot be applied to the front wheels and the rear wheels, and the stability of the vehicle behavior during braking may be reduced.

  The present invention has been made in view of the above, and can apply a braking force to wheels disposed on a diagonal line of a vehicle and distribute the braking force to a front wheel braking force and a rear wheel braking force. It is an object of the present invention to provide a braking device that can be used.

  In order to solve the above-described problems and achieve the object, according to the present invention, a working cylinder is pressurized in accordance with a driver's brake operation, and the pressurized working fluid is provided to each wheel of the vehicle. In the braking device that applies a pressure braking force to the vehicle by supplying to the brake, a brake pedal operated by the driver and an operation pressure is applied to the working fluid according to the operation of the brake pedal of the driver An operating pressure applying means, a first system for supplying the pressurized working fluid to a front wheel right wheel cylinder provided on the right front wheel and a rear wheel left wheel cylinder provided on the left rear wheel, and a left front wheel. A second system for supplying the pressurized working fluid to the front wheel left wheel cylinder and the rear wheel right wheel cylinder provided on the right rear wheel; An eleventh system valve provided on the upstream side of the front wheel right wheel cylinder, a twelfth system valve provided on the upstream side of the rear wheel left wheel cylinder in the first system, and the front wheel left side of the second system. A 21st system valve provided on the upstream side of the wheel cylinder; a 22nd system valve provided on the upstream side of the right wheel cylinder of the rear wheel in the second system; the 11th system valve in the first system; A first connecting the upstream side of the twelfth system valve and either the twenty-first system valve and the front wheel left wheel cylinder or the twenty-second system valve and the rear wheel right wheel cylinder. One connection pipe, the upstream side of the 21st system valve and the 22nd system valve of the second system, and the front wheel left wheel cylinder connected to the first connection pipe or Any one of the rear wheel right wheel cylinder and the rear wheel left wheel cylinder facing the vehicle front-rear direction and the twelfth system valve, or between the front wheel right wheel cylinder and the eleventh system valve And a second switching valve provided in the first connection pipe, and a second switching valve provided in the second connection pipe.

  The braking device further includes a control unit that controls at least opening and closing of the valves, and the control unit can switch a braking mode between a front-rear braking mode and a left-right braking mode. The first switching valve and the second switching valve are opened, one of the eleventh system valve and the twelfth system valve connected to the second connection pipe is closed, and the other is opened. One of the 21st system valve and the 22nd system valve connected to the first connection pipe is closed and the other is opened. In the left / right braking mode, the first switching valve and the second switching valve It is preferable that the valve is closed, the eleventh system valve and the twelfth system valve are opened, and the twenty-first system valve and the twenty-second system valve are opened.

  The braking device further includes an abnormality detecting unit that detects an abnormality of at least one of the first system and the second system, and the control unit enters the front-rear braking mode when the abnormality is not detected. It is preferable to switch to the left / right braking mode when the abnormality is detected.

  Further, in the above braking device, the required braking force setting means for setting the required braking force according to the brake operation by the driver, and the first system working fluid in the first system based on the set required braking force. And pressurizing means for respectively pressurizing the second system working fluid in the second system and applying pressurized pressure to the first system working fluid and the second system working fluid, respectively, the control means, It is preferable to perform pressurization control for individually controlling the pressurizing pressures respectively applied to the first system working fluid and the second system working fluid by the pressurizing means.

  Further, in the above braking device, the front / rear distribution is a ratio of a front wheel braking force acting on a front wheel of the vehicle and a rear wheel braking force acting on a rear wheel of the vehicle with respect to a braking force acting on the vehicle in the front / rear braking mode. It is preferable that distribution ratio setting means for setting a ratio is further provided, and that the control means performs the pressurization control based on the set front / rear distribution ratio.

  The braking apparatus may further include acceleration detection means for detecting the acceleration of the vehicle, and the distribution ratio setting means preferably sets the front / rear distribution ratio based on the detected acceleration.

  The braking apparatus further includes regenerative braking means for applying a regenerative braking force to at least one of the front wheels or the rear wheels of the vehicle, and a regenerative braking force setting means for setting a target regenerative braking force, The control means pressurizes when the sum of the pressure braking force based on the operation pressure and the regenerative braking force based on the set target regenerative braking force is insufficient with respect to the set required braking force. It is preferable to perform control.

  In the braking device, the control means can switch the regenerative mode by the regenerative braking means to at least a distribution priority mode and a fuel efficiency priority mode in the front-rear braking mode, and the regenerative braking force setting means includes: It is preferable to set the target regenerative braking force larger in the fuel consumption priority mode than in the distribution priority mode. Further, the mode may be switched according to the battery state of the battery constituting the regenerative braking force setting means, and it is desirable to switch to the distribution priority mode in a battery state, for example, a state where the SOC is high.

  In the braking device, the regeneration mode is preferably switched based on at least one of a deceleration state of the vehicle or a friction state of a road surface on which the vehicle travels.

  In the braking device according to the present invention, the first switching valve and the second switching valve are opened, and one of the eleventh system valve and the twelfth system valve connected to the second connection pipe is closed, and the other is opened. One of the 21st system valve and the 22nd system valve connected to the first connection pipe is closed and the other is opened, so that the front wheel braking force is applied to the front wheels of the vehicle in the first system. The rear wheel braking force can be applied to the rear wheel of the vehicle in the second system. Further, the first switching valve and the second switching valve are closed, the eleventh system valve and the twelfth system valve are opened, and the twenty-first system valve and the twenty-second system valve are opened, so that the first system valve is opened. The braking force can be applied to the wheels of the second system arranged on the diagonal line of the vehicle. Therefore, the braking force can be applied to the wheels arranged on the diagonal line of the vehicle, and the braking force can be distributed to the front wheel braking force and the rear wheel braking force.

  Further, according to the present invention, when an abnormality is detected, either the first system or the second system applies a braking force to the wheels disposed on the diagonal line of the vehicle. Can be maintained.

  Further, according to the present invention, in the front-rear braking mode, the pressurized pressure applied to the first system working fluid acts on the wheel cylinder corresponding to the front wheel of the vehicle, and the pressurized pressure applied to the second system working fluid. Acts on the wheel cylinder corresponding to the rear wheel of the vehicle. Therefore, by performing pressurization control that individually controls the pressurization pressure applied to the first system working fluid and the pressurization pressure applied to the second system working fluid based on, for example, a set front-rear distribution ratio, A front wheel braking force and a rear wheel braking force can be arbitrarily applied to the vehicle.

  Further, in the present invention, in the left-right braking mode, the pressurized pressure applied to the first system working fluid acts on the wheel cylinder corresponding to the wheel arranged on the diagonal line of the vehicle, and the second system working fluid becomes the second system working fluid. The applied pressurizing pressure acts on the wheel cylinder corresponding to the wheel arranged on the diagonal line of the vehicle. Therefore, by performing pressurization control for individually controlling the pressurization pressure applied to the first system working fluid and the pressurization pressure applied to the second system working fluid based on, for example, the set front-rear distribution ratio, Even if there is an abnormality in either the first system or the second system, the front wheel braking force and the rear wheel braking force can be applied to the diagonal wheels on the vehicle by either one of the systems.

  Further, in the present invention, in the front / rear control mode, the front / rear distribution ratio is set based on the detected acceleration. Therefore, when the braking force acts on the vehicle, the front wheel weighting of the front wheel (not shown) of the vehicle and the rear wheel rear Even if the wheel load changes from the front wheel load and the rear wheel load at rest, the braking force can be distributed to the front wheel braking force and the rear wheel braking force in consideration of the changed load. Accordingly, the stability of the vehicle behavior during braking can be improved.

  In the present invention, the braking force can be applied to the wheels arranged on the diagonal line of the vehicle, and the braking force including the regenerative braking force can be distributed between the front wheel braking force and the rear wheel braking force.

  Further, in the present invention, when there is a possibility that the stability of the vehicle behavior of the vehicle is lowered, the braking force including the regenerative braking force is maintained as the front wheel braking force while maintaining the front-rear distribution ratio rather than the regenerative braking by the regenerative braking means. Since it is distributed to the rear wheel braking force, it is possible to suppress a decrease in stability.

  Hereinafter, the present invention will be described in detail with reference to the drawings. Note that the present invention is not limited to the following embodiments. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or that are substantially the same.

[Embodiment 1]
FIG. 1 is a diagram illustrating a schematic configuration example of the braking apparatus according to the first embodiment. FIG. 2 is a diagram illustrating a schematic configuration example of the pressure braking device (in the left / right braking mode). FIG. 3 is a diagram illustrating a schematic configuration example of the pressure braking device in the front-rear braking mode. As shown in FIGS. 1 and 2, the braking device 1-1 according to the first embodiment is mounted on a vehicle (not shown) (hereinafter simply referred to as “vehicle CA”) on which only an internal combustion engine (not shown) is mounted. The pressure braking device 2 is used.

  The pressure braking device 2 generates a pressure braking force. In the first embodiment, as shown in FIG. 2, the pressure braking device 2 includes a brake pedal 21, a master cylinder 22, a brake booster 23, a master cylinder pressure sensor 24, a first system 25, and a second system. 26, a front wheel right wheel cylinder 27a (hereinafter simply referred to as “FR cylinder 27a”) provided on the right front wheel (not shown), and a rear wheel left wheel cylinder 27b (hereinafter simply referred to as “FR cylinder 27a”) provided on the left rear wheel (not shown). RL cylinder 27b "), a front wheel left wheel cylinder 27c (hereinafter simply referred to as" FL cylinder 27c ") provided on a left front wheel (not shown), and a rear wheel right wheel cylinder 27d (hereinafter referred to as" FL cylinder 27c "). Hereinafter, it is simply referred to as “RR cylinder 27d”) and a brake control device 28. Here, the pressure braking device 2 is filled with brake oil OIL, which is a working fluid, between the master cylinder 22 and the wheel cylinders 27a to 27d via the first system 25 and the second system 26. The pressure braking device 2 basically pressurizes the brake oil OIL in accordance with the driver's braking operation, and supplies the pressurized brake oil to the wheel cylinders 27a to 27d, whereby each wheel (not shown) of the vehicle CA is shown. A pressure braking force is applied to this. In the first embodiment, basically, when the driver depresses the brake pedal 21, an operating pressure is applied to the brake oil OIL by the master cylinder 22 according to the pedaling force acting on the brake pedal 21, and the operating pressure, that is, the master The cylinder pressure PMC acts on the wheel cylinders 27a to 27d as the same wheel cylinder pressure PWC, and a master pressure braking force, which is a pressure braking force due to the operation pressure, acts on each wheel of the vehicle CA.

  The brake pedal 21 is operated when the driver generates a braking force for the vehicle CA, that is, by a braking request. The brake pedal 21 is provided with a stroke sensor 21a. The stroke sensor 21a is a stroke detection means, and detects the depression amount when the brake pedal 21 is depressed by the driver, that is, the pedal stroke amount ST of the brake pedal 21. The stroke sensor 21 a is connected to the brake control device 28, and the pedal stroke amount ST of the brake pedal 21 detected by the stroke sensor 21 a is output to the brake control device 28.

  The master cylinder 22 is an operation pressure applying unit that pressurizes the brake oil OIL that is the working fluid and applies the master cylinder pressure PMC that is the operation pressure in accordance with the operation of the brake pedal 21 by the driver. The master cylinder 22 pressurizes the brake oil OIL by a piston (not shown) to which a pedal force acting on the brake pedal 21 is applied when the driver depresses the brake pedal 21. The master cylinder 22 is provided with a reservoir 22a, and brake oil used for the pressure braking device is stored in the reservoir 22a.

  The brake booster 23 is a vacuum booster, and amplifies the pedal force acting on the brake pedal 21 when the driver depresses the brake pedal 21 by a negative pressure generated by an internal combustion engine (not shown). The brake booster 23 is connected to an intake path (not shown) of the internal combustion engine via a negative pressure pipe 23c and a check valve 23b. The brake booster 23 amplifies the pedaling force by a force acting on a diaphragm (not shown) due to a differential pressure between a negative pressure generated in the intake path of the internal combustion engine and a pressure due to outside air. Therefore, in the first embodiment, the brake oil OIL is pressurized by the master cylinder 22 according to the pedaling force acting on the brake pedal 21 amplified by the brake booster 23, and the operation pressure is applied to the brake oil OIL. That is, the brake booster 23 constitutes a part of the operation pressure applying means. Therefore, the operating pressure is in accordance with the driver's pedaling force and the negative pressure of the internal combustion engine. Here, the brake booster 23 is provided with a negative pressure sensor 23a in the middle of the negative pressure pipe 23b. The negative pressure sensor 23 a detects the pressure in the negative pressure pipe 23 b as the negative pressure PV of the brake booster 23. The negative pressure sensor 23 a is connected to the brake control device 28, and the negative pressure PV detected by the negative pressure sensor 23 a is output to the brake control device 28. The master cylinder 22 and the brake booster 23 are set such that the pressure braking force due to the operation pressure is lower than the required braking force based on the driver's braking request. It is set lower than the normal pressure braking device 2. This is because by increasing the pressure braking force by the pressure applied to the required braking force, the front wheel braking force applied to the front wheel (not shown) of the vehicle CA in the first system 25 (described later) and the vehicle CA not shown in the second system 26 (not shown). This is because it is possible to arbitrarily distribute the braking force to the rear wheel braking force applied to the rear wheel.

  The master cylinder pressure sensor 24 is an operation pressure detection unit and detects an operation pressure. In the first embodiment, the master cylinder pressure sensor 24 is provided in the middle of a hydraulic pipe L10 that connects the master cylinder 22 and a master cut solenoid valve 25a of the first system 25 described later. That is, the master cylinder pressure sensor 24 detects the pressure of the brake oil OIL in the hydraulic pipe L10 as the operation pressure, that is, the master cylinder pressure PMC. The master cylinder pressure sensor 24 is connected to the brake control device 28, and the master cylinder pressure PMC detected by the master cylinder pressure sensor 24 is output to the brake control device 28.

  The 1st system 25 supplies brake oil OIL pressurized to FR cylinder 27a and RL cylinder 27b. That is, the first system 25 controls the wheel cylinder pressure PWC acting on the FR cylinder 27a and the RL cylinder 27b according to the master cylinder pressure PMC applied to the brake oil OIL by the master cylinder 22, or the brake oil is controlled by the master cylinder 22. The wheel cylinder pressure PWC is applied to the FR cylinder 27a and the RL cylinder 27b regardless of whether or not the master cylinder pressure PMC is applied to the OIL. The first system 25 includes a master cylinder 22, a brake booster 23, a master cut solenoid valve 25a, holding solenoid valves 25b and 25c, a first switching valve 25d, pressure reducing solenoid valves 25e and 25f, a reservoir 25g, The pressurizing pump 25h, check valves 25i and 25k, hydraulic pipes L10 to L17, and a first connection pipe L18 are included.

  The second system 26 supplies pressurized brake oil OIL to the FL cylinder 27c and the RR cylinder 27d. That is, the second system 26 controls the wheel cylinder pressure PWC acting on the FL cylinder 27c and the RR cylinder 27d according to the master cylinder pressure PMC applied to the brake oil OIL by the master cylinder 22, or the brake oil is controlled by the master cylinder 22. The wheel cylinder pressure PWC is applied to the FL cylinder 27c and the RR cylinder 27d regardless of whether or not the master cylinder pressure PMC is applied to the OIL. The second system 26 includes a master cylinder 22, a brake booster 23, a master cut solenoid valve 26a, holding solenoid valves 26b and 26c, a second switching valve 26d, pressure reducing solenoid valves 26e and 26f, a reservoir 26g, The pressurizing pump 26h, check valves 26i and 26k, hydraulic pipes L20 to L27, and a second connection pipe L28 are included. The first system 25 and the second system 26 are supplied with brake oil OIL having the same pressure (master cylinder pressure PMC) from the master cylinder 22, respectively. Reference numeral 29 denotes a driving motor for driving the pressure pumps 25h and 26h.

  Each master cut solenoid valve 25a, 26a is a pressure adjusting means constituting a pressurizing means, and brake oil supplied to the first system 25 which is the first system working fluid in the first system 25 among the brake oil OIL. The pressurized pressure Pp1 applied to the OIL1 and the pressurized pressure Pp2 applied to the brake oil OIL2 supplied to the second system 26 that is the second system working fluid in the second system 26 are individually adjusted. . The master cut solenoid valve 25a is connected to the hydraulic pipe L10 and the hydraulic pipe L11, and communication between the hydraulic pipe L10 and the hydraulic pipe L11, release of communication, and upstream and downstream of the master cut solenoid valve 25a at the time of communication. Regulates the differential pressure with the side. That is, the master cut solenoid valve 25a adjusts the differential pressure between the pressure of the brake oil OIL1 pressurized by the pressurization pump 25h and the master cylinder pressure PMC as the pressurization pressure Pp1. Further, the master cut solenoid valve 26a is connected to the hydraulic pipe L20 and the hydraulic pipe L21. The upstream side of the master cut solenoid valve 26a is connected to the hydraulic pipe L20 and the hydraulic pipe L21, and the communication is released or released. And adjust the pressure difference between the downstream side and the downstream side. That is, the master cut solenoid valve 26a adjusts the pressure difference between the pressure of the brake oil OIL2 pressurized by the pressure pump 26h and the master cylinder pressure PMC as the pressure increase pressure Pp2. The master cut solenoid valves 25 a and 26 a are linear solenoid valves and are connected to the brake control device 28. Therefore, each master cut solenoid valve 25a, 26a is controlled by a current supplied based on a command current value from a valve opening / closing control unit 28i (to be described later) of the brake control device 28, and an opening degree control for controlling the opening degree. Each is performed, and the pressurizing pressures Pp1 and Pp2 are regulated according to the command current value. That is, the brake control device 28 individually applies the pressurizing pressure Pp1 applied to the brake oil OIL1 by the pressurizing pump 25h and the pressurizing pressure Pp2 applied to the brake oil OIL2 by the pressurizing pump 26h by the master cut solenoid valves 25a and 26a. Pressurization control is performed. Note that the master cut solenoid valves 25a and 26a are not supplied with current, that is, are fully opened when not energized.

  The holding solenoid valve 25b is an eleventh system valve provided in the first system 25, and corresponds to the FR cylinder 27a. The holding solenoid valve 25b is connected to a hydraulic pipe L11 connected to the master cylinder 22 and a hydraulic pipe L12 connected to the FR cylinder 27a, and performs communication between the hydraulic pipe L11 and the hydraulic pipe L12 and release of the communication. . That is, the holding solenoid valve 25b is provided on the upstream side of the FR cylinder 27a in the first system 25, and connects and releases the master cylinder 22 and the FR cylinder 27a. The holding solenoid valve 25c is a twelfth system valve provided in the first system 25, and corresponds to the RL cylinder 27b. The holding solenoid valve 25c is connected to a hydraulic pipe L11 connected to the master cylinder 22 and a hydraulic pipe L13 which is a first cylinder pipe connected to the RL cylinder 27b, and communication between the hydraulic pipe L11 and the hydraulic pipe L13 is established. Release. That is, the holding solenoid valve 25c is provided on the upstream side of the RL cylinder 27b in the first system 25, and connects and releases the master cylinder 22 and the RL cylinder 27b. The holding solenoid valve 26b is a 21st system valve provided in the second system 26, and corresponds to the RL cylinder 27c. The holding solenoid valve 26b is connected to a hydraulic pipe L21 connected to the master cylinder 22 and a hydraulic pipe L22 which is a second cylinder pipe connected to the FL cylinder 27c, and communication between the hydraulic pipe L21 and the hydraulic pipe L22 is established. Release. That is, the holding solenoid valve 26b is provided on the upstream side of the FL cylinder 27c in the second system 26, and connects and releases the connection between the master cylinder 22 and the FL cylinder 27c. The holding solenoid valve 26c is a 22nd system valve of the second system 26 and corresponds to the RR cylinder 27d. The holding solenoid valve 26c is connected to a hydraulic pipe L21 that is connected to the master cylinder 22 and a hydraulic pipe L23 that is a second cylinder pipe that is connected to the RR cylinder 27d, and communication between the hydraulic pipe L21 and the hydraulic pipe L23 is established. Release. That is, the holding solenoid valve 26c is provided on the upstream side of the RR cylinder 27d in the second system 26, and connects and releases the master cylinder 22 and the RR cylinder 27d. Each holding solenoid valve 25 b, 25 c, 26 b, 26 c is a normally open solenoid valve, and is connected to the brake control device 28. Accordingly, the holding solenoid valves 25b, 25c, 26b, and 26c are controlled to be opened and closed by ON / OFF control by the valve opening / closing control unit 28i of the brake control device 28, respectively. The holding solenoid valves 25b, 25c, 26b, and 26c are energized when turned on by the brake control device 28, and are fully closed when energized. On the other hand, when it is turned off by the brake control device 28, it is in a non-energized state and is fully opened when it is not energized. When each holding solenoid valve 25b, 25c, 26b, 26c has a downstream pressure higher than an upstream pressure when energized, brake oil OIL is supplied to the upstream side of each holding solenoid valve 25b, 25c, 26b, 26c ( A check valve for returning to the hydraulic pipes L11 and L21 side is provided.

  The first switching valve 25d is provided in the first connection pipe L18 and corresponds to the FL cylinder 27c. In the first embodiment, one end of the first connection pipe L18 is connected to the upstream side of the holding solenoid valve 25b and the holding solenoid valve 25c in the first system 25, that is, the hydraulic pipe L11. The other end of the first connection pipe L18 is connected between the holding solenoid valve 26b and the FL cylinder 27c, that is, the downstream side of the holding solenoid valve 26b in the second system 26. Accordingly, the first switching valve 25d is connected to the hydraulic piping L11 connected to the master cylinder 22 and the hydraulic piping L22 connected to the FL cylinder 27c, and performs communication between the hydraulic piping L11 and the hydraulic piping L22 and release of the communication. Is. In other words, the first switching valve 25d performs connection / release of the master cut solenoid valve 25a of the first system 25 and the FL cylinder 27c. The second switching valve 26d is provided in the second connection pipe L28 and corresponds to the RL cylinder 27b. In the first embodiment, one end of the second connection pipe L28 is connected to the upstream side of the holding solenoid valve 26b and the holding solenoid valve 26c in the second system 26, that is, the hydraulic pipe L21. The other end of the second connection pipe L28 is connected between the holding solenoid valve 25c and the RL cylinder 27b, that is, the downstream side of the holding solenoid valve 25c in the first system 25. In other words, the other end of the second connection pipe L28 is connected to the left rear wheel facing the FL cylinder 27c provided on the left front wheel (not shown) connected to the first connection pipe L18 in the front-rear direction of the vehicle CA. The cylinder 27b and the holding solenoid valve 25c are connected. Accordingly, the second switching valve 26d is connected to the hydraulic pipe L21 connected to the master cylinder 22 and the hydraulic pipe L13 connected to the RL cylinder 27b, and the communication between the hydraulic pipe L21 and the hydraulic pipe L13 is released or released. Is. In other words, the second switching valve 26d is for connecting and releasing the master cut solenoid valve 26a of the second system 26 and the RL cylinder 27b. The switching valves 25d and 26d are normally closed solenoid valves, and are connected to the brake control device 28. Accordingly, the switching valves 25d and 26d are controlled to be opened / closed by being turned on / off by the valve opening / closing control unit 28i of the brake control device 28, respectively. Each switching valve 25d, 26d is energized when turned on by the brake control device 28, and is fully opened when energized. On the other hand, when it is turned off by the brake control device 28, it is in a non-energized state, and when it is not energized, it is fully closed.

  The pressure reducing solenoid valve 25e corresponds to the FR cylinder 27a. The pressure reducing solenoid valve 25e is connected to a hydraulic pipe L12 connected to the FR cylinder 27a and a hydraulic pipe L14 connected to the reservoir 25g, and communicates between the hydraulic pipe L12 and the hydraulic pipe L14 and releases the communication. In other words, the pressure reducing solenoid valve 25e is for connecting and releasing the connection between the FR cylinder 27a and the reservoir 25g. The pressure reducing solenoid valve 25f corresponds to the RL cylinder 27b. The pressure reducing solenoid valve 25f is connected to a hydraulic pipe L13 connected to the RL cylinder 27b and a hydraulic pipe L14 connected to the reservoir 25g, and performs communication between the hydraulic pipe L13 and the hydraulic pipe L14 and release of the communication. That is, the pressure reducing solenoid valve 25f performs connection / release of the connection between the RL cylinder 27b and the reservoir 25g. Further, the pressure reducing solenoid valve 26e corresponds to the FL cylinder 27c. The pressure reducing solenoid valve 26e is connected to a hydraulic pipe L22 connected to the FL cylinder 27c and a hydraulic pipe L24 connected to the reservoir 26g, and performs communication between the hydraulic pipe L22 and the hydraulic pipe L24 and release of the communication. That is, the pressure reducing solenoid valve 26e is for connecting and releasing the connection between the FL cylinder 27c and the reservoir 26g. The pressure reducing solenoid valve 26f corresponds to the RR cylinder 27d. The pressure reducing solenoid valve 26f is connected to a hydraulic pipe L23 connected to the RR cylinder 27d and a hydraulic pipe L24 connected to the reservoir 26g, and performs communication between the hydraulic pipe L23 and the hydraulic pipe L24 and release of the communication. That is, the pressure-reducing solenoid valve 26f performs connection / release of the RR cylinder 27d and the reservoir 26g. Each decompression solenoid valve 25e, 25f, 26e, 26f is a normally closed solenoid valve, and is connected to the brake control device 28. Accordingly, the pressure-reducing solenoid valves 25e, 25f, 26e, and 26f are controlled to be opened and closed by ON / OFF control by the valve opening / closing control unit 28i of the brake control device 28, respectively. Each pressure-reducing solenoid valve 25e, 25f, 26e, 26f is energized when turned on by the brake control device 28, and fully opened when energized. On the other hand, when it is turned off by the brake control device 28, it is in a non-energized state, and when it is not energized, it is fully closed.

  The reservoir 25g is connected to a hydraulic pipe L15 connected to the hydraulic pipe L14 and the pressurizing pump 25h, and a hydraulic pipe L17 connected to the hydraulic pipe L10 via a check valve 25k. Therefore, the brake oil OIL1 from the pressure reducing solenoid valves 25e and 25f or the brake oil OIL1 upstream of the hydraulic pipe L10, that is, the master cut solenoid valve 25a, can be introduced into the reservoir 25g. The reservoir 26g is connected to a hydraulic pipe L25 connected to the hydraulic pipe L24 and the pressurizing pump 26h, and a hydraulic pipe L27 connected to the hydraulic pipe L20 via a check valve 26k. Therefore, the brake oil OIL2 from the pressure-reducing solenoid valves 26e and 26f or the brake oil OIL2 upstream of the hydraulic pipe L20, that is, the master cut solenoid valve 26a, can be introduced into the reservoir 26g.

  The pressurizing pumps 25h and 26h constitute pressurizing means, and pressurize the brake oils OIL1 and OIL2, respectively. The pressure pump 25h is connected to a hydraulic pipe L15 connected to the reservoir 25g and a hydraulic pipe L16 connected to the hydraulic pipe L11 via a check valve 25i. Accordingly, the pressurizing pump 25h sucks the brake oil OIL1 upstream of the master cut solenoid valve 25a through the reservoir 25g, pressurizes it, and discharges it to the hydraulic pipe L11, that is, downstream of the master cut solenoid valve 25a. is there. The pressurizing pump 26h is connected to a hydraulic pipe L25 connected to the reservoir 26g and a hydraulic pipe L26 connected to the hydraulic pipe L21 via a check valve 25i. Accordingly, the pressure pump 26h sucks the brake oil OIL2 upstream of the master cut solenoid valve 26a through the reservoir 26g, pressurizes it, and discharges it to the hydraulic pipe L21, that is, downstream of the master cut solenoid valve 26a. is there. Here, the pressurizing pumps 25 h and 26 h are driven by a driving motor 29. The drive motor 29 is connected to the brake control device 28. Accordingly, the pressurizing pumps 25h and 26h are driven and controlled by the driving control of the driving motor 29 by the brake control device 28. As described above, the pressurizing means pressurizes the brake oils OIL1 and OIL2 by the pressurizing pumps 25h and 26h, respectively, and sets the pressure difference between the pressurized brake oils OIL1 and OIL2 and the master cylinder pressure PMC. The master cut solenoid valves 25a and 26a respectively regulate the pressure, so that the pressurizing pressure Pp1 in the first system 25 and the pressurizing pressure Pp2 in the second system 26 are individually applied to the brake oils OIL1 and OIL2. Therefore, the pressure braking force by the pressurizing pressure Pp1 and the pressure braking force by the pressurizing pressure Pp2 act as the pressurizing braking force on the vehicle CA.

  In the vehicle CA, an FR cylinder 27a, a brake pad 27e, and a brake rotor 27i are provided on a right front wheel (not shown), a PL cylinder 27b, a brake pad 27f, and a brake rotor 27k are provided on a left rear wheel, and an FL cylinder 27c is provided on a left front wheel. A brake pad 27g and a brake rotor 27l are provided, and an RR cylinder 27d, a brake pad 27h, and a brake rotor 27m are provided on the right rear wheel. The wheel cylinders 27a to 27d are operated by the wheel cylinder pressure PWC which is the pressure of the filled brake oil OIL, that is, the total pressure of the master cylinder pressure PMC and the pressurizing pressure Pp1 or the pressurizing pressure Pp2. Pressure braking force is generated by brake pads 27e to 27h and brake rotors 27i to 27m corresponding to the cylinders 27a to 27d, respectively. The wheel cylinders 27a to 27d act on the brake cylinders PWC so that the brake rotors 27i to 27m facing the brake pads 27e to 27h that rotate integrally with the respective wheels (not shown) are made to the brake pads 27e to 27h. The pressure braking force is generated by the frictional force generated between the brake pads 27e to 27h and the brake rotors 27i to 27m. The brake pads 27e and 27g and the brake rotors 27i and 27l provided on the front wheels are respectively connected to the brake pads 27f and 27h provided on the rear wheels when the same wheel cylinder pressure PWC is applied to the wheel cylinders 27a to 27d. It is set to generate a frictional force larger than the frictional force generated between the brake rotors 27k and 27m.

  The brake control device 28 generates a braking force based on a driver's braking request by controlling the braking device 1-1. The brake control device 28 controls the pressure braking device 2. As shown in FIG. 1, the brake control device 28 receives various input signals from sensors provided in the braking device 1 and the vehicle CA. In the first embodiment, the input signal includes the pedal stroke amount ST detected by the stroke sensor 21a, the negative pressure PV detected by the negative pressure sensor 23a, the master cylinder pressure PMC detected by the master cylinder pressure sensor 24, and the like. is there.

  The brake control device 28 outputs various output signals based on these input signals and various maps stored in advance in the storage unit 28c. As the output signal, in the first embodiment, the opening control of each master cut solenoid valve 25a, 26a, the ON / OFF control of each holding solenoid valve 25b, 25c, 26b, 26c, the ON / OFF of each switching valve 25d, 26d. Signals for performing OFF control, ON / OFF control of the pressure reducing solenoid valves 25e, 25f, 26e, and 26f, drive control of the drive motor 29 that drives the pressure pumps 25h and 26h, and the like.

  The brake control device 28 includes an input / output unit (I / O) 28a that inputs and outputs the input signal and output signal, a processing unit 28b, and a storage unit 28c. The processing unit 28b includes a memory and a CPU (Central Processing Unit). The processing unit 28b includes at least a required braking force setting unit 28d, a master pressure braking force setting unit 28e, a braking mode setting unit 28f, a front / rear distribution ratio setting unit 28g, a pressurized braking force setting unit 28h, and a valve opening / closing control unit 28i. The pump drive control unit 28k and the abnormality detection unit 28l are provided. The processing unit 29b implements a control method for the braking device 1-1, in particular, a control method for the pressure braking device 2, by loading a program based on the control method for the braking device 1-1 into the memory and executing the program. It may be.

  The storage unit 28c is a storage unit, and stores various maps such as a BF * -ST-PMC map in advance. The storage unit 29c is a non-volatile memory such as a flash memory, a memory that can only be read such as a ROM (Read Only Memory), a memory that can be read and written such as a RAM (Random Access Memory), or these. It can comprise by the combination of these.

  The BF * -ST-PMC map is based on the required braking force BF *, the pedal stroke amount ST, and the master cylinder pressure PMC, and the correspondence between the required braking force BF *, the pedal stroke amount ST, and the master cylinder pressure PMC. It shows the relationship. In the BF * -ST-PMC map, the required braking force BF * is set so as to increase as the pedal stroke amount ST and / or the master cylinder pressure PMC increases. In the first embodiment, the required braking force BF * is set based on the BF * -ST-PMC map, the detected pedal stroke amount ST, and the detected master cylinder pressure PMC, but the present invention is not limited to this. It is not something. For example, the BF * -ST-PMC-PV map based on the required braking force BF *, the pedal stroke amount ST, the master cylinder pressure PMC, and the negative pressure PV, the detected pedal stroke amount ST, the detected master cylinder pressure PMC Alternatively, it may be set based on the negative pressure PV detected by the negative pressure sensor 23a. The BF * -ST-PMC-PV map is set so that the required braking force BF * increases and is set at the same pedal stroke amount ST and the same master cylinder pressure PMC as the negative pressure PV decreases.

  The requested braking force setting unit 28d is a requested braking force setting unit that sets a requested braking force based on a driver's braking request. The required braking force setting unit 28d basically sets the required braking force BF * based on the master cylinder pressure PMC detected by the master cylinder pressure sensor 24 and the BF * -ST-PMC map. . Further, the required braking force setting unit 28d determines the front wheel required braking force BF * f and the rear wheel required braking force based on the set required braking force BF * and the front / rear distribution ratio set by the front / rear distribution ratio setting unit 28g. It also sets BF * r.

  Based on the master cylinder pressure PMC detected by the master cylinder pressure sensor 24, the master pressure braking force setting unit 28e is a pressure braking force based on an operating pressure, that is, a master pressure braking force BFpmc, and a front wheel master pressure braking force corresponding to a front wheel (not shown) of the vehicle CA. The rear wheel master pressure braking force BFpmcr corresponding to BFpmcf and the rear wheel is set.

  The braking mode setting unit 28f sets the braking mode of the braking device 1-1. In the first embodiment, the braking mode setting unit 28f sets the braking mode of the braking device 1-1 to either the front / rear braking mode or the left / right braking mode. The braking mode setting unit 28f switches to the front / rear braking mode when no abnormality is detected by an abnormality detection unit 28l described later, and switches to the left / right braking mode when an abnormality is detected. That is, the brake control device 28 can switch the braking mode of the braking device 1-1 between the front / rear braking mode and the left / right braking mode. Here, in the front / rear braking mode, the braking force (including the master pressure braking force and the pressurized braking force) generated by the braking device 1-1 acts on the front wheel braking force acting on the front wheel (not shown) of the vehicle CA and the rear wheel not shown. This is a braking mode in which the front wheel braking force and the rear wheel braking force are distributed based on the front / rear distribution ratio which is a ratio with the rear wheel braking force. In the left / right braking mode, the braking force (including the master pressure braking force and the pressurized braking force) generated by the braking device 1-1 is applied to the right front wheel and the left rear wheel (not shown) of the vehicle CA by the first system 25. This is a braking mode in which the two systems 26 act on the left front wheel and the right rear wheel (not shown) of the vehicle CA. Note that the braking mode setting unit 28f maintains one braking mode when braking is being performed by the braking device 1-1.

  The front / rear distribution ratio setting unit 28g is a distribution ratio setting unit, and sets the front / rear distribution ratio KF: KR, which is the ratio between the front wheel braking force and the rear wheel braking force, in the front / rear braking mode. In the first embodiment, the front / rear distribution ratio KF0: KR0 based on the specifications of the vehicle CA is stored in the storage unit 28c in advance, and the front / rear distribution ratio setting unit 28g stores the stored front / rear distribution ratio KF0: KR0. Is set to the front / rear distribution ratio KF: KR.

  The pressurized braking force setting unit 28h is a pressurized braking force setting unit, and is based on the requested braking force BF * set by the requested braking force setting unit 29d and the master cylinder pressure PMC detected by the master cylinder pressure sensor 24. Based on the set master pressure braking force BFpmc, the first pressurizing braking force BFpp1 corresponding to the first system 25 and the second pressurizing braking force BFpp2 corresponding to the second system 26 are set. In the first embodiment, the pressurizing braking force setting unit 28h obtains the first pressurizing braking force BFpp1 and the second pressurizing braking force BFpp2 based on the set required braking force BF * and the set master pressure braking force BFpmc. It is to set. The pressurizing braking force setting unit 28h includes the set front wheel required braking force BF * f and the rear wheel required braking force BF * r, the set front wheel master pressure braking force BFpmcf and the rear wheel master pressure braking force BFpmcr, The first pressurizing braking force BFpp1 and the second pressurizing braking force BFpp2 are also set based on the front / rear distribution ratio KF: KR set by the distribution ratio setting unit 28g.

  The valve opening / closing control unit 28i controls the opening degree of each master cut solenoid valve 25a, 26a, ON / OFF control of each holding solenoid valve 25b, 25c, 26b, 26c, ON / OFF control of each switching valve 25d, 26d, ON / OFF control of the pressure-reducing solenoid valves 25e, 25f, 26e, and 26f is performed. The valve opening / closing control unit 28i sets the command current values I1, I2 based on the pressurizing pressures Pp1, Pp2 set based on the pressurizing braking forces BFpp1, BFpp2 set by the pressurizing braking force setting unit 28h, The opening control of each master cut solenoid valve 25a, 26a is performed based on the set command current values I1, I2. That is, the brake control device 28 controls the opening and closing of the valves 25a to 25f and 26a to 26f of the pressure braking device 2.

  The pump drive control unit 28k drives the pressurizing pumps 25h and 26h by drivingly controlling the drive motor 29. That is, the brake control device 28 sets the first pressurizing braking force BFpp1 and the second pressurizing braking force BFpp2 based on the required braking force BF * according to the operation of the brake pedal 21 by the driver, and the set first applied braking force is set. The brake oils OIL1, OIL2 are individually pressurized based on the first pressurization pressure Pp1 and the second pressurization pressure Pp2 set based on the pressure braking force BFpp1 and the second pressurization braking force BFpp2, respectively. Pressurization control for individually applying the first pressurization pressure Pp1 and the second pressurization pressure Pp2 set in OIL2 is performed. That is, the brake control device 28 performs pressurization control based on the set front / rear distribution ratio KF: KR.

  The abnormality detection unit 28l is an abnormality detection unit and detects an abnormality of at least one of the first system 25 and the second system 26. That is, the abnormality detection unit 28l detects an abnormality of the pressure braking device 2. In the first embodiment, the abnormality detection unit 28l detects an abnormality in at least one of the first system 25 and the second system 26 based on, for example, the detected pedal stroke amount ST and the detected master cylinder pressure PMC. To do.

  Here, the basic operation of the pressure braking device 2 will be described. First, when the braking mode is the front-rear braking mode, as shown in FIG. 3, the brake control device 28 energizes the first switching valve 25d and the second switching valve 26d to open (ON control), and the first Of the holding solenoid valves 25b and 25c of the system 25, one holding solenoid valve 25c connected to the second connection pipe L28 is energized and closed (ON control), and the other holding solenoid valve 25b is opened without energizing. Valve (OFF control), among the holding solenoid valves 26b, 26c of the second system 26, one holding solenoid valve 26b connected to the first connection pipe L18 is energized to close (ON control) and the other holding The solenoid valve 25c is opened (OFF control) without energization. The pressure reducing solenoid valves 25e, 25f, 26e, and 26f are not energized and are closed (OFF control). As a result, the brake oil OIL1 in the first system 25 is supplied only to the FR cylinder 27a and the FL cylinder 27c. Further, the brake oil OIL2 in the second system 26 is supplied only to the RL cylinder 27b and the RR cylinder 27d. That is, in the front-rear braking mode, the brake oil OIL1 in the first system 25 is supplied to the wheel cylinders 27a and 27c provided on the front wheels (not shown) of the vehicle CA, and the brake oil OIL2 in the second system 26 is not shown in the vehicle CA. It is supplied to each wheel cylinder 27b, 27d provided on the rear wheel.

  Here, in the front-rear braking mode, the first pressurizing pressure Pp1 can be applied to the brake oil OIL1 and the second pressurizing pressure Pp2 can be applied to the brake oil OIL2 by the pressurizing means. For example, each master cut solenoid valve 25a, 26a is controlled to open based on command current values I1, I2 from the brake control device 28, the opening becomes smaller than when fully opened, and the pressure pumps 25h, 26h are driven. When the driving motor 29 to be driven is controlled based on the drive command value from the brake control device 28, the brakes are applied to the upstream sides of the master cut solenoid valves 25a and 26a, that is, from the hydraulic pipes L10 and L20 to the reservoirs 25g and 26g. Oils OIL1 and OIL2 are respectively introduced. The brake oil OIL1 introduced into the reservoir 25g is pressurized by the pressurizing pump 25h, and the FR cylinder 27a, the first switching valve 25d, the hydraulic piping L18, the hydraulic piping L11, the holding solenoid valve 25b, and the hydraulic piping L12. It is supplied to the FL cylinder 27c via L22. Here, the master cut solenoid valve 25a includes the brake oil OIL1 downstream of the master cut solenoid valve 25a, that is, the wheel cylinder pressure PWC acting on the FR cylinder 27a and the FL cylinder 27c, and the brake upstream of the master cut solenoid valve 25a. Since the oil OIL1, that is, the master cylinder pressure PMC generated by the master cylinder 22 and the differential pressure are regulated as the first pressurization pressure Pp1, the wheel cylinder pressure PWC acting on the FR cylinder 27a and the FL cylinder 27c is the master cylinder pressure. This is the total pressure of the PMC and the second pressurizing pressure Pp1. Further, the brake oil OIL2 introduced into the reservoir 26g is pressurized by the pressurizing pump 26h, and the RR cylinder 27d, the second switching valve 26d, the hydraulic piping through the hydraulic piping L21, the holding solenoid valve 26c, and the hydraulic piping L23. It is supplied to the RL cylinder 27b via L28 and L13. Here, the master cut solenoid valve 26a includes the brake oil OIL2 downstream of the master cut solenoid valve 26a, that is, the wheel cylinder pressure PWC acting on the RR cylinder 27d and the RL cylinder 27b, and the brake upstream of the master cut solenoid valve 26a. Since the oil OIL2, that is, the master cylinder pressure PMC generated by the master cylinder 22 and the differential pressure are regulated as the second pressurization pressure Pp2, the wheel cylinder pressure PWC acting on the RR cylinder 27d and the RL cylinder 27b is the master cylinder pressure. This is the total pressure of the PMC and the second pressurizing pressure Pp2. That is, the total pressure acts on the wheel cylinders 27a to 27d as the wheel cylinder pressure PWC. Accordingly, the first pressurizing pressure Pp1 applied to the brake oil OIL1 acts on the FR cylinder 27a and the FL cylinder 27c, and the second pressurizing pressure Pp2 applied to the brake oil OIL2 acts on the RL cylinder 27b and the RR cylinder 27d. To do. Thus, in the braking device 1-1 according to the first embodiment, the front wheel braking force and the rear wheel are applied to the vehicle CA by performing pressurization control that individually controls the first pressurization pressure Pp1 and the second pressurization pressure Pp2. The wheel braking force can be arbitrarily applied, and the front-rear distribution ratio KF: KR can be arbitrarily changed.

  Next, when the braking mode is the left / right braking mode, as shown in FIG. 2, the brake control device 28 closes the first switching valve 25d and the second switching valve 26d without energizing them (OFF control), The holding solenoid valves 25b and 25c of the first system 25 are opened (OFF control) without energization, and the holding solenoid valves 26b and 26c of the second system 26 are opened (OFF control) without energization. The pressure reducing solenoid valves 25e, 25f, 26e, and 26f are not energized and are closed (OFF control). As a result, the brake oil OIL1 in the first system 25 is supplied only to the FR cylinder 27a and the RL cylinder 27b. Further, the brake oil OIL2 in the second system 26 is supplied only to the FL cylinder 27c and the RR cylinder 27d. That is, in the left / right braking mode, the brake oil OIL1 in the first system 25 is supplied to the respective wheel cylinders 27a and 27b provided on the right front wheel and the left rear wheel (not shown) of the vehicle CA, and the brake oil OIL2 in the second system 26 is provided. Is supplied to the wheel cylinders 27c and 27d respectively provided on the right front wheel and the left rear wheel (not shown) of the vehicle CA.

  Here, even in the left-right braking mode, the first pressurizing pressure Pp1 can be applied to the brake oil OIL1 and the second pressurizing pressure Pp2 can be applied to the brake oil OIL2 by the pressurizing means. As described above, the brake oil OIL1 introduced into the reservoir 25g is pressurized by the pressurizing pump 25h, and the FR cylinder 27a, the holding solenoid valve 25c, and the holding solenoid valve 25c via the hydraulic pipe L11, the holding solenoid valve 25b, and the hydraulic pipe L12, It is supplied to the RL cylinder 27b via the hydraulic pipe L13. As described above, the wheel cylinder pressure PWC acting on the FR cylinder 27a and the RL cylinder 27b, and the master cylinder pressure PMC and the differential pressure are regulated as the first pressurizing pressure Pp1, so the FR cylinder 27a and the RL cylinder 27b The acting wheel cylinder pressure PWC is the total pressure of the master cylinder pressure PMC and the second pressurizing pressure Pp1. The brake oil OIL2 introduced into the reservoir 26g is pressurized by the pressurizing pump 26h, and the FL cylinder 27c, the holding solenoid valve 26c, and the hydraulic pipe L23 through the hydraulic pipe L21, the holding solenoid valve 26b, and the hydraulic pipe L22. To the RR cylinder 27d. As described above, the wheel cylinder pressure PWC acting on the FL cylinder 27c and the RR cylinder 27d, and the master cylinder pressure PMC and the differential pressure are regulated as the second pressurization pressure Pp2, so the FL cylinder 27c and the RR cylinder 27d The acting wheel cylinder pressure PWC is the total pressure of the master cylinder pressure PMC and the second pressurizing pressure Pp2. Accordingly, the first pressurizing pressure Pp1 applied to the brake oil OIL1 acts on the FR cylinder 27a and the RL cylinder 27b, and the second pressurizing pressure Pp2 applied to the brake oil OIL2 acts on the FL cylinder 27c and the RR cylinder 27d. To do. As a result, even if there is an abnormality in either the first system 25 or the second system 26, the front wheel braking force and the rear wheel braking force are applied to the wheels (not shown) diagonally on the vehicle CA by either one of the systems. be able to.

  In the front / rear braking mode and the left / right braking mode, when the first system 25 and the second system 26 are in the holding mode, the brake control device 28 opens the master cut solenoid valves 25a, 26a without energizing them (OFF control). Then, the first switching valve 25d and the second switching valve 26d are closed without being energized (OFF control), the holding solenoid valves 25b, 25c, 26b, and 26c are energized to be closed (ON control), and each pressure reduction The solenoid valves 25e, 25f, 26e, and 26f are closed without being energized (OFF control), and the drive motor 29 is not driven and controlled, and the pressurizing pumps 25h and 26h do not pressurize the brake oils OIL1 and OIL2. . In the holding mode, the brake oils OIL1 and OIL2 are held between the switching valves 25d and 26d and the holding solenoid valves 25b, 25c, 26b and 26c and the wheel cylinders 27a to 27d. The wheel cylinder pressure PWC acting on each of 27d can be kept constant. Further, in the front / rear braking mode and the left / right braking mode, when the first system 25 and the second system 26 are in the pressure-reducing mode, the brake control device 28 opens the master cut solenoid valves 25a, 26a without energizing them (OFF control). Then, the first switching valve 25d and the second switching valve 26d are closed without being energized (OFF control), the holding solenoid valves 25b, 25c, 26b, and 26c are energized to be closed (ON control), and each pressure reduction The solenoid valves 25e, 25f, 26e, and 26f are energized to open (ON control), and the brake oils OIL1 and OIL2 are not pressurized by the pressurizing pumps 25h and 26h without driving the drive motor 29. In the pressure reducing mode, the brake oils OIL1 and OIL2 held between the switching valves 25d and 26d and the holding solenoid valves 25b, 25c, 26b and 26c and the wheel cylinders 27a to 27d pass through the hydraulic pipes L14 and L24. Therefore, the wheel cylinder pressure PWC acting on each of the wheel cylinders 27a to 27d can be reduced. As a result, the brake control device 28 can perform anti-lock brake control that suppresses any of the wheels (not shown) of the vehicle CA from locking and slipping against the road surface.

  The pressurizing means can pressurize the brake oil by the brake control device 28 even when the driver does not operate the brake pedal 21. At this time, if the valves 25a to 25f and 26a to 26f are controlled by the brake control device 28 so as to be in the holding mode and the pressure reduction mode, the wheel cylinder pressure PWC acting on the wheel cylinders 27a to 27d is adjusted. be able to. As a result, the pressure braking device 2 can be configured such that the traction control that suppresses slipping with respect to the road surface when any of the wheels (not shown) of the vehicle CA transmits the driving force to the road surface, and the vehicle CA turns. In addition, posture stabilization control (VSC) or the like for suppressing any of the front and rear wheels from skidding can be performed.

  Next, a method for controlling the braking device 1-1 according to the first embodiment, particularly a method for controlling the braking force generated by the braking device 1-1 will be described. FIG. 4 is a diagram illustrating a flow of the control method of the braking device according to the first embodiment. In addition, the control method of the braking device 1-1 is performed every control cycle of the braking device 1-1, for example, every several msec.

  First, as shown in the figure, the processing unit 28b of the brake control device 28 determines whether or not a braking request is being made (step ST101). Here, for example, the processing unit 28b detects whether or not the driver has requested braking by detecting whether or not the brake pedal 21 has been depressed by a treading force detection sensor (not shown) that detects depression of the brake pedal 21. Judge whether or not.

  Next, when it is determined that the driver has requested braking (Yes at Step ST101), the processing unit 28b acquires the pedal stroke amount ST and the master cylinder pressure PMC (Step ST102). Here, the processing unit 28b acquires the pedal stroke amount ST detected by the stroke sensor 21a and output to the brake control device 28, and is detected by the master cylinder pressure sensor 24 and output to the brake control device 28. The master cylinder pressure PMC is acquired.

  Next, the required braking force setting unit 28d of the processing unit 28b sets the required braking force BF * (step ST103). Here, in the first embodiment, the required braking force setting unit 28d determines that the driver is based on the detected pedal stroke amount ST, the detected master cylinder pressure PMC, and the BF * -ST-PMC map. The required braking force BF * corresponding to the braking request is set.

  Next, the abnormality detection unit 28l of the processing unit 28b determines whether at least one of the first system 25 or the second system 26 is abnormal (step ST104).

  Next, when the braking mode setting unit 28f of the processing unit 28b determines that there is no abnormality (No in Step ST104), the braking mode is set to the front / rear braking mode (Step ST105). Here, when the braking mode is set to the front / rear braking mode, the valve opening / closing control unit 28i of the processing unit 28b opens the first switching valve 25d and the second switching valve 26d, and the holding solenoid valve 25c and the holding solenoid valve. The valve 26b is closed, the holding solenoid valve 25b and the holding solenoid valve 26c are opened, and the pressure reducing solenoid valves 25e, 25f, 26e, and 26f are closed.

  Next, the front / rear distribution ratio setting unit 28g of the processing unit 28b sets the front / rear distribution ratio KF: KR (step ST106). In the first embodiment, the front / rear distribution ratio KF0: KR0 stored in the storage unit 28c is set to the front / rear distribution ratio KF: KR (KF: KR = KF0: KR0).

Next, the required braking force setting unit 28d sets the front wheel required braking force BF * f and the rear wheel required braking force BF * r (step ST107). Here, the required braking force setting unit 28d determines that the front wheel required braking force BF * f and the rear wheel required braking force BF * are based on the set required braking force BF * and the following equations (1) and (2). Set r.

BF * f = BF * × KF / (KF + KR) (1)
BF * r = BF * × KR / (KF + KR) (2)

Next, the master pressure braking force setting unit 28e of the processing unit 28b sets the front wheel master pressure braking force BFpmcf and the rear wheel master pressure braking force BFpmcr based on the master cylinder pressure PMC (step ST108). Here, the master pressure braking force setting unit 28e sets the front wheel master pressure braking force BFpmcf and the rear wheel master pressure braking force BFpmcr based on the detected master cylinder pressure PMC and the following equations (3) and (4). Here, kf is a conversion coefficient for deriving the braking force of the FR cylinder 27a and the FL cylinder 27c from the wheel cylinder pressure PWC acting on the FR cylinder 27a and the FL cylinder 27c corresponding to a front wheel (not shown) of the vehicle CA. Here, kr is a conversion coefficient for deriving the braking force of the RL cylinder 27b and the RR cylinder 27d from the wheel cylinder pressure PWC acting on the RL cylinder 27b and the RR cylinder 27d corresponding to a rear wheel (not shown) of the vehicle CA.

BFpmcf = 2 × PMC × kf (3)
BFpmcr = 2 × PMC × kr (4)

Next, the pressurized braking force setting unit 28h of the processing unit 28b sets the first pressurized braking force BFpp1 and the second pressurized braking force BFpp2 (step ST109). Here, the pressurizing braking force setting unit 28h determines the first pressurizing braking force BFpp1 based on the set front wheel required braking force BF * f, the set front wheel master pressure braking force BFpmcf, and the following equation (5). And the second pressurization braking force BFpp2 is set based on the set rear wheel required braking force BF * r, the set rear wheel master pressure braking force BFpmcr, and the following equation (6).

BFpp1 = BF * f−BFpmcf (5)
BFpp2 = BF * r−BFpmcr (6)

Next, the processing unit 28b sets the first pressurizing pressure Pp1 and the second pressurizing pressure Pp2 (step ST110). Here, based on the set first pressurizing braking force BFpp1 and the following equation (7), the processing unit 28b is provided with the first oil applied to the brake oil OIL1 by the master cut solenoid valve 25a and the pressurizing pump 25h. A second pressure applied to the brake oil OIL2 by the master cut solenoid valve 26a and the pressure pump 26h is set based on the set second pressure braking force BFpp2 and the following equation (8). The pressurizing pressure Pp2 is set.

Pp1 = BFpp1 / 2 / kf (7)
Pp2 = BFpp2 / 2 / kr (8)

  Next, the pump drive control unit 28k of the processing unit 28b performs drive control of the pressurizing pumps 25h and 26h by driving and controlling the drive motor 29, and the valve opening / closing control unit 28i controls each master cut solenoid valve 25a, The opening degree control of 26a is performed (step ST111). Here, the pump drive control unit 28k drives and controls the pressurizing pumps 25h and 26h at a predetermined rotational speed so as to maintain a constant discharge amount. In other words, the pump drive control unit 28k drives the pressurizing pumps 25h and 26h at a predetermined rotational speed and drives the pressurizing pumps 25h and 26h so as to maintain a constant discharge amount. Is controlled. The valve opening / closing control unit 28i sets and sets a command current value I1 for controlling the opening degree of the master cut solenoid valve 25a based on the set first pressurizing pressure Pp1 and a Pp-I map (not shown). A command current value I2 for controlling the opening degree of the master cut solenoid valve 26a is set based on the second pressurization pressure Pp2 and a Pp-I map (not shown). The valve opening / closing control unit 28i controls the opening of each master cut solenoid valve 25a, 26a based on the set command current values I1, I2. The pressurizing pump 25h is driven and controlled so as to maintain a constant discharge amount, and the master cut solenoid valve 25a is controlled in opening so that it acts on the FR cylinder 27a and the FL cylinder 27c on the downstream side of the master cut solenoid valve 25a. The wheel cylinder pressure PWC is the sum of the master cylinder pressure PMC on the upstream side of the master cut solenoid valve 25a and the first pressurization pressure Pp1 that is a differential pressure. That is, the wheel cylinder pressure PWC acting on the FR cylinder 27a and the FL cylinder 27c is the total pressure of the master cylinder pressure PMC and the first pressurizing pressure Pp1. Accordingly, the pressure braking force acting on the FR cylinder 27a and the FL cylinder 27c is the sum of the front wheel master pressure braking force BFpmcf acting on the master cylinder pressure PMC and the first pressure braking force BFpp1 acting on the first pressure pressure Pp1. . The pressurization pump 26h is driven and controlled so as to maintain a constant discharge amount, and the opening degree of the master cut solenoid valve 26a is controlled, thereby acting on the RL cylinder 27b and the RR cylinder 27d on the downstream side of the master cut solenoid valve 26a. The wheel cylinder pressure PWC is the sum of the master cylinder pressure PMC on the upstream side of the master cut solenoid valve 26a and the second pressurization pressure Pp2 that is a differential pressure. That is, the wheel cylinder pressure PWC acting on the RL cylinder 27b and the RR cylinder 27d is the total pressure of the master cylinder pressure PMC and the second pressurization pressure Pp2. Therefore, the pressure braking force acting on the RL cylinder 27b and the RR cylinder 27d is the sum of the rear wheel master pressure braking force BFpmcr acting on the master cylinder pressure PMC and the second pressure braking force BFpp2 acting on the second pressure pressure Pp2. Become.

  Further, when the braking mode setting unit 28f of the processing unit 28b determines that it is abnormal (Yes in Step ST104), the braking mode is set to the left / right braking mode (Step ST112). Here, when the braking mode is set to the left / right braking mode, the valve opening / closing control unit 28i of the processing unit 28b closes the first switching valve 25d and the second switching valve 26d, and the holding solenoid valves 25b, 25c, 26b. , 26c, and the pressure reducing solenoid valves 25e, 25f, 26e, 26f are closed.

Next, the master pressure braking force setting unit 28e sets the master pressure braking force BFpmc based on the master cylinder pressure PMC (step ST113). Here, the master pressure braking force setting unit 28e sets the master pressure braking force BFpmc acting on all the wheels of the vehicle CA based on the detected master cylinder pressure PMC and the following equation (9).

BFpmc = 2 × PMC × (kf + kr) (9)

Next, the pressurized braking force setting unit 28h of the processing unit 28b sets the first pressurized braking force BFpp1 and the second pressurized braking force BFpp2 (step ST114). Here, the pressurizing braking force setting unit 28h performs the first pressurizing braking force based on the set required braking force BF *, the set master pressure braking force BFpmc, and the following equations (10) and (11). BFpp1 and second pressurizing braking force BFpp2 are set. That is, in the left / right braking mode, the same pressurized braking force is applied to all wheels (not shown) of the vehicle CA.

BFpp1 = (BF * −BFpmc) / 2 (10)
BFpp2 = BFpp1 (11)

Next, the processing unit 28b sets the first pressurizing pressure Pp1 and the second pressurizing pressure Pp2 (step ST115). Here, based on the set first pressurizing braking force BFpp1 and the following equation (12), the processing unit 28b is provided with the first oil applied to the brake oil OIL1 by the master cut solenoid valve 25a and the pressurizing pump 25h. A second pressure applied to the brake oil OIL2 by the master cut solenoid valve 26a and the pressure pump 26h is set based on the set second pressure braking force BFpp2 and the following equation (13). The pressurizing pressure Pp2 is set. That is, in the left and right braking mode, the same pressure is applied to the brake oils OIL1 and OIL2.

Pp1 = BFpp1 / (kf + kr) (12)
Pp2 = BFpp2 / (kf + kr) = Pp1 (13)

  Next, as described above, the pump drive control unit 28k controls the drive of the drive motor 29, thereby controlling the drive of the pressurizing pumps 25h and 26h, and the valve opening / closing control unit 28i controls each master cut solenoid valve 25a. , 26a is controlled (step ST111). The valve opening / closing control unit 28i controls the opening of each master cut solenoid valve 25a, 26a based on the set command current values I1, I2. The pressurization pump 25h is driven and controlled so as to maintain a constant discharge amount, and the master cut solenoid valve 25a is controlled in opening, thereby acting on the FR cylinder 27a and the RL cylinder 27b on the downstream side of the master cut solenoid valve 25a. The wheel cylinder pressure PWC is the sum of the master cylinder pressure PMC on the upstream side of the master cut solenoid valve 25a and the first pressurization pressure Pp1 that is a differential pressure. That is, the wheel cylinder pressure PWC acting on the FR cylinder 27a and the RL cylinder 27b is the total pressure of the master cylinder pressure PMC and the first pressurization pressure Pp1. Accordingly, the pressure braking force acting on the FR cylinder 27a and the RL cylinder 27b is the sum of the front wheel master pressure braking force BFpmcf acting on the master cylinder pressure PMC and the first pressure braking force BFpp1 acting on the first pressure pressure Pp1. . The pressurizing pump 26h is driven and controlled to maintain a constant discharge amount, and the opening degree of the master cut solenoid valve 26a is controlled, so that it acts on the FL cylinder 27c and the RR cylinder 27d on the downstream side of the master cut solenoid valve 26a. The wheel cylinder pressure PWC is the sum of the master cylinder pressure PMC on the upstream side of the master cut solenoid valve 26a and the second pressurization pressure Pp2 that is a differential pressure. That is, the wheel cylinder pressure PWC acting on the FL cylinder 27c and the RR cylinder 27d is the total pressure of the master cylinder pressure PMC and the second pressurization pressure Pp2. Therefore, the pressure braking force acting on the FL cylinder 27c and the RR cylinder 27d is the sum of the rear wheel master pressure braking force BFpmcr acting on the master cylinder pressure PMC and the second pressure braking force BFpp2 acting on the second pressure pressure Pp2. Become.

  As described above, in the braking system 1-1 according to the first embodiment, the front wheel braking force can be applied to the front wheel (not shown) of the vehicle CA by the first system 25 in the front-rear braking mode. A rear wheel braking force can be applied to a rear wheel (not shown) of the vehicle CA. Further, in the left-right braking mode, braking force can be applied to wheels (not shown) arranged on the diagonal line of the vehicle CA in the first system 25, and wheels (not shown) arranged on the diagonal line of the vehicle CA in the second system 26 ( The braking force can be applied to a wheel different from the wheel on which the braking force acts by the first system 25. Therefore, the braking force can be applied to the wheels arranged on the diagonal line of the vehicle CA, and the braking force can be distributed to the front wheel braking force and the rear wheel braking force. In addition, when an abnormality is detected by the abnormality detection unit 28l, the braking mode is switched to the left / right braking mode, and either the first system 25 or the second system 26 applies braking force to the wheels arranged on the diagonal line of the vehicle. In other words, since the braking force is not applied only to the front wheels, only the rear wheels, only the left wheels, and only the right wheels of the vehicle CA, it is possible to maintain the stability of the vehicle behavior at the time of abnormality.

[Embodiment 2]
FIG. 5 is a diagram illustrating a schematic configuration example of the braking apparatus according to the second embodiment. The second embodiment differs from the first embodiment in that the front / rear distribution ratio KF: KR is set based on the load movement accompanying the change in the posture of the vehicle CA during braking. A braking device 1-2 according to the second embodiment includes a pressure braking device 2 and a G sensor 3. Since the basic configuration of the braking device 1-2 according to the second embodiment is the same as the basic configuration of the braking device 1-1 according to the first embodiment, the description thereof is omitted.

  As shown in FIG. 5, reference numeral 3 denotes acceleration detection means, which is a G sensor that detects acceleration acting on the vehicle CA. In the second embodiment, the G sensor 3 is attached to the center of gravity of the vehicle CA and is connected to the brake control device 28. The acceleration G detected by the G sensor 3, particularly the deceleration during braking, is output to the brake control device 28. The storage unit 28c of the brake control device 28 stores the center of gravity height H and the wheel base L of the vehicle CA in advance.

  In the second embodiment, the front / rear distribution ratio setting unit 28g of the brake control device 28 sets the front / rear distribution ratio KF: KR based on the detected acceleration G. Here, the front / rear distribution ratio setting unit 28g determines the load movement amount on the front and rear wheels (not shown) of the vehicle CA from the detected acceleration G, the center of gravity height H stored in the storage unit 28c in advance, and the wheel base L. The front / rear distribution ratio KF: KR is set based on X and the front / rear distribution ratio KF0: KR0 stored in advance in the storage unit 28c. That is, the front / rear distribution ratio setting unit 28g sets a dynamic front / rear distribution ratio KF: KR in consideration of load movement during braking of the vehicle CA. In the second embodiment, the front / rear distribution ratio KF0: KR0 stored in the storage unit 28c is based on a load ratio that is a ratio between the front wheel load and the rear wheel load of the vehicle CA when the vehicle is stationary.

  Next, a method for controlling the braking device 1-2 according to the second embodiment, particularly a method for controlling the braking force generated by the braking device 1-2 will be described. FIG. 6 is a diagram illustrating a flow of the control method of the braking device according to the second embodiment. Note that the control method of the braking device 1-2 according to the second embodiment has the same basic procedure as the control method of the braking device 1-1 according to the first embodiment, and therefore the description thereof is simplified or omitted. .

  First, as shown in the figure, the processing unit 28b determines whether or not a braking request is being made (step ST201).

  Next, when it is determined that the driver has requested braking (Yes at Step ST201), the processing unit 28b acquires the pedal stroke amount ST, the master cylinder pressure PMC, and the acceleration G (Step ST202). Here, the processing unit 28b acquires the pedal stroke amount ST detected by the stroke sensor 21a and output to the brake control device 28, and is detected by the master cylinder pressure sensor 24 and output to the brake control device 28. The master cylinder pressure PMC is acquired, and the acceleration G detected by the G sensor 3 and output to the brake control device 28, that is, the braking request is made and the vehicle CA is being braked by the braking device 1-2, so the deceleration is reduced. get.

  Next, the required braking force setting unit 28d sets the required braking force BF * (step ST203).

  Next, the abnormality detection unit 28l determines whether at least one of the first system 25 or the second system 26 is abnormal (step ST204).

  Next, when the braking mode setting unit 28f determines that there is no abnormality (No in step ST204), the braking mode is set to the front / rear braking mode (step ST205).

Next, the front / rear distribution ratio setting unit 28g sets the front / rear distribution ratio KF: KR (step ST206). In the second embodiment, the detected acceleration G, the center-of-gravity height H stored in the storage unit 28c, the front-rear distribution ratio KF: KR based on the wheelbase L and the front-rear distribution ratio KF0: Kr0, and the following formula: Based on (14) and (15), the front / rear distribution ratio KF: KR is set.

KF = KF0 + G × H / L (14)
KR = KR0−G × H / L (15)

  Next, the required braking force setting unit 28d sets the front wheel required braking force BF * f and the rear wheel required braking force BF * r based on the front / rear distribution ratio KF: KR (step ST207).

  Next, the master pressure braking force setting unit 28e sets the front wheel master pressure braking force BFpmcf and the rear wheel master pressure braking force BFpmcr based on the master cylinder pressure PMC (step ST208).

  Next, the pressurization braking force setting unit 28h sets the first pressurization braking force BFpp1 and the second pressurization braking force BFpp2 (step ST209).

  Next, the processing unit 28b sets the first pressurizing pressure Pp1 and the second pressurizing pressure Pp2 (step ST210).

  Next, the pump drive control unit 28k of the processing unit 28b performs drive control of the pressurizing pumps 25h and 26h by driving and controlling the drive motor 29, and the valve opening / closing control unit 28i controls each master cut solenoid valve 25a, The opening degree control of 26a is performed (step ST211). Accordingly, in the front / rear braking mode, a front wheel braking force based on the front / rear distribution ratio KF: KR acts on a front wheel (not shown) of the vehicle CA, and a rear wheel braking force acts on a rear wheel (not shown) of the vehicle CA.

  Further, when the braking mode setting unit 28f of the processing unit 28b determines that it is abnormal (Yes in Step ST204), the braking mode is set to the left / right braking mode (Step ST212).

  Next, the master pressure braking force setting unit 28e sets the master pressure braking force BFpmc based on the master cylinder pressure PMC (step ST213).

  Next, the pressurization braking force setting unit 28h sets the first pressurization braking force BFpp1 and the second pressurization braking force BFpp2 (step ST214).

  Next, the processing unit 28b sets the first pressurizing pressure Pp1 and the second pressurizing pressure Pp2 (step ST215).

  Next, the pump drive control unit 28k performs drive control of the drive motor 29 to control the drive of the pressurizing pumps 25h and 26h, and the valve opening / closing control unit 28i opens the opening of each of the master cut solenoid valves 25a and 26a. Control is performed (step ST211).

  As described above, in the braking apparatus 1-2 according to the second embodiment, the braking force can be applied to the wheels arranged on the diagonal line of the vehicle CA, as in the first embodiment, and the braking force can be increased. The front wheel braking force and the rear wheel braking force can be distributed. In addition, the stability of the vehicle behavior at the time of abnormality can be maintained. Further, since the distribution of the front wheel braking force and the rear wheel braking force of the braking force is set based on the detected acceleration G of the vehicle CA, the braking force acts on the vehicle CA, so that the front wheel (not shown) of the vehicle CA is not shown. Even if the front wheel load and rear wheel load of the vehicle change from the front wheel load and the rear wheel load at rest, the braking force is distributed to the front wheel braking force and the rear wheel braking force in consideration of the changed load. Can do. Accordingly, the stability of the vehicle behavior during braking can be improved.

[Embodiment 3]
FIG. 7 is a diagram illustrating a schematic configuration example of the braking device according to the third and fourth embodiments. The third embodiment differs from the first embodiment in that a regenerative braking device 4 is further provided. That is, the vehicle CA is a hybrid vehicle. A braking device 1-3 according to the third embodiment includes a pressure braking device 2, a G sensor 3, a regenerative braking device 4, a hybrid control device 5, and a road surface friction estimating device 6. Since the basic configuration of the braking device 1-3 according to the third embodiment is the same as the basic configuration of the braking device 1-1 according to the first embodiment, the description thereof is omitted.

  The regenerative mode setting unit 28m of the processing unit 28b sets the regenerative mode of the regenerative braking device 4. The regeneration mode setting unit 28m sets the regeneration mode to either the distribution priority mode or the fuel efficiency priority mode when the braking mode is the front / rear braking mode. In the third embodiment, the regeneration mode setting unit 28m is based on the acceleration G detected by the G sensor 3 and output to the brake control device 28, and the road surface friction coefficient μ estimated by the road surface friction estimation device 6 described later. The regeneration mode is switched to the distribution priority mode or the fuel consumption priority mode. That is, the regeneration mode is switched based on the deceleration state of the vehicle CA and the friction state of the road surface on which the vehicle CA travels. Specifically, the regeneration mode setting unit 28m determines that the detected acceleration G is equal to or less than a predetermined acceleration (deceleration is equal to or greater than a predetermined deceleration), and the estimated road surface friction coefficient μ is equal to or less than a predetermined road surface friction coefficient. The regeneration mode is switched to the distribution priority mode. Here, the distribution priority mode is a regenerative mode in which the distribution of the front wheel braking force and the rear wheel braking force based on the front / rear distribution ratio is prioritized over the regenerative braking. The fuel efficiency priority mode is a regeneration mode in which regenerative braking is prioritized over the distribution of front wheel braking force and rear wheel braking force based on the front / rear distribution ratio. The regenerative mode setting unit 28m may switch the regenerative mode to the distribution priority mode or the fuel efficiency priority mode based on any one of the detected acceleration G and the estimated road surface friction coefficient μ.

  The target regenerative braking force setting unit 28n of the processing unit 28b is regenerative braking force setting means, and the required braking force BF * (the front wheel required braking force BF * f and the rear wheel required control) set by the required braking force setting unit 28d. The difference between the power BF * r) and the pressure braking force due to the operating pressure, that is, the master pressure braking force BFpmc (the front wheel master pressure braking force BFpmcf and the rear wheel master pressure braking force BFpmcr) is set as the target regenerative braking force BFr *. In the third embodiment, the target regenerative braking force setting unit 28n uses the value obtained by subtracting the front wheel master pressure braking force BFpmcf from the front wheel required driving force BF * f in the distribution priority mode as the target regenerative braking force BFr *, and is requested in the fuel consumption priority mode. A value obtained by subtracting the master pressure braking force BFpmc from the driving force BF * is set as a target regenerative braking force BFr *. Therefore, the target regenerative braking force BFr * in the fuel efficiency priority mode is obtained by adding a value obtained by subtracting the rear wheel master pressure braking force BFpmcr from the rear wheel required driving force BF * r to the target regenerative braking force BFr * in the distribution priority mode. it can. Thereby, the target regenerative braking force setting unit 28n can set the target regenerative braking force BFr * to be larger when the regenerative mode is in the fuel consumption priority mode than in the distribution priority mode. That is, the target regenerative braking force setting unit 28n also changes the target regenerative braking force BFr * based on either the detected acceleration G or the estimated road surface friction coefficient μ.

  The regenerative braking device 4 is regenerative braking means as shown in FIG. The regenerative braking device 4 generates regenerative braking force and performs regenerative braking. In the third embodiment, the regenerative braking device 4 applies a regenerative braking force to a front wheel (not shown) of the vehicle CA. The regenerative braking device 4 generates a regenerative braking force based on the target regenerative braking force BFr * set by the target regenerative braking force setting unit 28n. The regenerative braking device 4 basically includes a required braking force BF * (front wheel required braking force BF * f and rear wheel required braking force BF * r) and a pressure braking force based on an operation pressure, that is, a master pressure braking force BFpmc (front wheel master braking force BFpmc). The difference between the pressure braking force BFpmcf and the rear wheel master pressure braking force BFpmcr) is generated as a regenerative braking force. Also, the brake control device 28 is an effective regenerative braking force that is an actual regenerative braking force based on the master pressure braking force BFpmc (the front wheel master pressure braking force BFpmcf and the rear wheel master pressure braking force BFpmcr) and the set target regenerative braking force BFr *. Pressurization control is performed when the sum of BTK and the required braking force BF * (front wheel required braking force BF * f and rear wheel required braking force BF * r) is insufficient.

  The regenerative braking device 4 includes a motor generator 41, an inverter 42, a battery 43, and a motor generator control device 44. The motor generator 41 functions as a generator and also functions as a motor, and is, for example, a synchronous generator motor. The motor generator 41 is connected to the axle, and when it functions as a motor, it applies a rotational force to a wheel attached to the axle via the axle, and when it functions as a generator, the axle is based on the rotational force of the wheel. Regenerative braking force is generated. The motor generator 41 is connected to the battery 43 via the inverter 42. The motor generator 41 is supplied with electric power from the battery 43 and can function as a motor by being rotationally driven, and can also function as a generator by performing regenerative braking and storing the generated electric power in the battery 43. . The motor generator 41 is connected to a motor generator control device 44. The motor generator control device 44 performs drive control that causes the motor generator 41 to function as a motor or regenerative braking control that causes the motor generator 41 to function as a generator via the inverter 42. The motor generator control device 44 is connected to the hybrid control device 5 and performs switching control of the inverter 42 in response to a drive control from the hybrid control device 5 or a regenerative braking control instruction based on the target regenerative braking force BFr *. I do. It should be noted that the number of rotations of the motor generator 41, the phase current value to the motor generator 41, and the like are input to the hybrid control device 5 via the motor generator control device 44. The battery 43 is connected to a battery control device (not shown) and is managed by the battery control device. The battery control device calculates the remaining capacity SOC, input / output restrictions, and the like based on the charge / discharge current, the battery temperature, and the like. The battery control device is connected to the hybrid control device 5, and the remaining capacity SOC or the like is output to the hybrid control device 5.

  The hybrid control device 5 comprehensively controls the operation of the vehicle CA. The hybrid control device 5 controls the brake control device 28, the motor generator control device 44, the engine control device that controls the operation of an internal combustion engine (not shown), the battery control device (not shown), and the transmission that transmits the driving force of the internal combustion engine to the wheels. Connected to a transmission control device or the like. The hybrid control device 5 receives ON / OFF of an ignition switch (not shown), a shift position of a shift lever (not shown), an accelerator opening of an accelerator pedal (not shown), a vehicle speed of a vehicle CA, and the like from sensors provided in the hybrid vehicle. Is done.

  The road surface friction estimation device 6 estimates a road surface friction coefficient μ indicating the friction state of the road surface on which the vehicle CA travels. The road surface friction estimation device 6 is connected to the brake control device 28, and the road surface friction coefficient μ detected by the road surface friction estimation device 6 is output to the brake control device 28. The means for estimating the road surface friction coefficient μ by the road surface friction estimation device 6 (for example, estimating the road surface friction coefficient μ based on the slip ratio of any one wheel) is already known in the art and will be described here. Is omitted.

  Next, a method for controlling the braking device 1-3 according to the third embodiment, particularly a method for controlling the braking force generated by the braking device 1-3 will be described. FIG. 8 is a diagram illustrating a flow of the control method of the braking device according to the third embodiment. Note that the control method of the braking device 1-3 according to the third embodiment has the same basic procedure as the control method of the braking device 1-1 according to the first embodiment, and therefore the description thereof is simplified or omitted. .

  First, as shown in the figure, the processing unit 28b determines whether or not a braking request is being made (step ST301).

  Next, when it is determined that the driver has requested braking (Yes in step ST301), the processing unit 28b calculates the pedal stroke amount ST, the master cylinder pressure PMC, the effective regenerative braking force BTK, the acceleration G, and the road surface friction coefficient μ. Obtain (step ST302). Here, the processing unit 28b acquires the pedal stroke amount ST detected by the stroke sensor 21a and output to the brake control device 28, and is detected by the master cylinder pressure sensor 24 and output to the brake control device 28. The master cylinder pressure PMC is acquired, the effective regenerative braking force BTK output from the hybrid control device 5 to the brake control device 28 is acquired, the acceleration G detected by the G sensor 3 and output to the brake control device 28 is acquired. That is, since there is a braking request and the vehicle CA is being braked by the braking device 1-3, the deceleration is acquired, and the road surface friction coefficient μ estimated by the road surface friction estimating device 6 and output to the brake control device 28 is acquired. . The effective regenerative braking force BTK is set by the target regenerative braking force setting unit 28n and is output to the hybrid control device 5, the target regenerative braking force BFr *, the rotation speed of the motor generator 41, and the remaining capacity SOC of the battery 43. Is the regenerative braking force that the regenerative braking device 4 can actually generate. Therefore, the effective regenerative braking force BTK is not based on the target regenerative braking force BFr * set according to the current control cycle, but based on the target regenerative braking force BFr * set before the previous time.

  Next, the required braking force setting unit 28d sets the required braking force BF * (step ST303).

  Next, the abnormality detection unit 28l determines whether or not at least one of the first system 25 and the second system 26 is abnormal (step ST304).

  Next, when it is determined that there is no abnormality (No in step ST304), the braking mode setting unit 28f sets the braking mode to the front / rear braking mode (step ST305).

  Next, the front / rear distribution ratio setting unit 28g sets the front / rear distribution ratio KF: KR (step ST306). In the third embodiment, the front / rear distribution ratio KF0: KR0 stored in the storage unit 28c is set to the front / rear distribution ratio KF: KR (KF: KR = KF0: KR0).

  Next, the required braking force setting unit 28d sets the front wheel required braking force BF * f and the rear wheel required braking force BF * r based on the front / rear distribution ratio KF: KR (step ST307).

  Next, the master pressure braking force setting unit 28e sets the front wheel master pressure braking force BFpmcf and the rear wheel master pressure braking force BFpmcr based on the master cylinder pressure PMC (step ST308).

  Next, the regeneration mode setting unit 28m of the processing unit 28b determines whether or not the distribution priority mode is set (step ST309). Here, the regeneration mode setting unit 28m determines whether or not the acquired acceleration G is equal to or less than a predetermined acceleration and the acquired road surface friction coefficient μ is equal to or less than a predetermined road surface friction coefficient. That is, the regenerative mode setting unit 28m determines whether or not the stability of the vehicle behavior of the vehicle CA during braking may be reduced.

Next, when the target regenerative braking force setting unit 28n of the processing unit 28b is determined to be in the distribution priority mode (Yes in step ST309), the target regenerative braking force BFr * in the distribution priority mode is set (step ST310). Here, the target regenerative braking force setting unit 28n sets the target in the distribution priority mode based on the set front wheel required driving force BF * f, the set front wheel master pressure braking force BFpmcf, and the following equation (16). Set the regenerative braking force BFr *. That is, in the third embodiment, when the regenerative mode is the distribution priority mode, the regenerative braking force by the regenerative braking device 4 acts on the front wheel (not shown) of the vehicle CA, and therefore the pressure braking force acting on the front wheel by the operation pressure The target regenerative braking force BFr * is set so that the total of the regenerative braking force acting on the front wheels by the regenerative braking device 4 becomes the front wheel required braking force BF * f.

BFr * = BF * f−BFpmcf (16)

  Here, the target regenerative braking force setting unit 28n transmits the set target regenerative braking force BFr * to the hybrid control device 5. The hybrid control device 5 determines the effective regenerative braking force BTK that can be actually generated by the regenerative braking device 4 based on the target regenerative braking force BFr *, the rotational speed of the motor generator 41, and the remaining capacity SOC of the battery 43. Is transmitted to the motor generator control device 44. The motor generator control device 44 performs switching control of the inverter 42 based on the effective regenerative braking force BTK, thereby performing regenerative braking control on the motor generator 41 based on the effective regenerative braking force BTK. An effective regenerative braking force BTK is generated.

Next, the pressure braking force setting unit 28h sets the first pressure braking force BFpp1 and the second pressure braking force BFpp2 in the distribution priority mode (step ST311). Here, the pressurizing braking force setting unit 28h includes the set front wheel required driving force BF * f, the set front wheel master pressure braking force BFpmcf, the acquired effective regenerative braking force BTK, and the following equation (17): Is set based on the first pressurization braking force BFpp1, and the rear wheel required driving force BF * r is set, the rear wheel master pressure braking force BFpmcr is set, and the second applied force is calculated based on the following equation (18). The pressure braking force setting unit BFpp2 is set.

BFpp1 = BF * f-BFpmcf-BTK (17)
BFpp2 = BF * r-BFpmcr (18)

  Next, the processing unit 28b sets the first pressurizing pressure Pp1 and the second pressurizing pressure Pp2 (step ST315).

  Next, the pump drive control unit 28k of the processing unit 28b performs drive control of the pressurizing pumps 25h and 26h by driving and controlling the drive motor 29, and the valve opening / closing control unit 28i controls each master cut solenoid valve 25a, The opening degree control of 26a is performed (step ST316). Therefore, in the distribution priority mode, the front wheel braking force is applied to the front wheel (not shown) of the vehicle CA based on the front / rear distribution ratio KF: KR, and the rear wheel braking force is applied to the rear wheel (not shown) of the vehicle CA. Accordingly, the braking force including the regenerative braking force can be distributed to the front wheel braking force and the rear wheel braking force while maintaining the front / rear distribution ratio KF: KR.

Further, when it is determined that the target regenerative braking force setting unit 28n of the processing unit 28b is in the fuel efficiency priority mode (No in step ST309), the target regenerative braking force BFr * in the fuel efficiency priority mode is set (step ST312). Here, the target regenerative braking force setting unit 28n has a set required driving force BF *, a master pressure braking force BFpmcr that is the sum of the set front wheel master pressure braking force BFpmcf and the rear wheel master pressure braking force BFpmcr, and the following formula: Based on (19), that is, the target regenerative braking force BFr * in the fuel consumption priority mode is set. That is, in the third embodiment, when the regenerative mode is the fuel economy priority mode, the pressure braking force that acts on all the wheels (not shown) of the vehicle CA by the operating pressure and the regenerative braking force that acts on the front wheels by the regenerative braking device 4. The target regenerative braking force BFr * is set so that the total is the set required braking force BF *. Similarly to step ST310, the motor generator control device 44 performs switching control of the inverter 42 based on the effective regenerative braking force BTK, thereby causing the motor generator 41 to perform regenerative braking based on the effective regenerative braking force BTK. The regenerative braking device 4 generates an effective regenerative braking force BTK.


BFr * = BF * − (BFpmcf + BFpmcr) (19)

  Next, the processing unit 28b determines whether or not the acquired effective regenerative braking force BTK is equal to or greater than a value obtained by subtracting the front wheel master pressure braking force BFpmcf from the set front wheel requested braking force BF * f (step ST313). . Here, the processing unit 28b controls the amount that is insufficient with respect to the front wheel required braking force BF * f in which the effective regenerative braking force BTK acting on the front wheel (not shown) of the vehicle CA by the current regenerative braking device 4 is set. It is determined whether or not it is equal to or greater than the power (BTK ≧ BF * f−BFpmcf).

Next, the pressurization braking force setting unit 28h determines that the acquired effective regenerative braking force BTK is equal to or larger than a value obtained by subtracting the front wheel master pressure braking force BFpmcf from the set front wheel required braking force BF * f (step ST313). (Yes), the first pressurizing braking force BFpp1 and the second pressurizing braking force BFpp2 in the fuel efficiency priority mode are set (step ST314). Here, the pressurizing braking force setting unit 28h is set by setting the first pressurizing braking force BFpp1 to 0 (see the following formula (20)) so that the first pressurizing braking force BFpp1 does not act on a front wheel (not shown) of the vehicle CA. Based on the required driving force BF *, the master pressure braking force BFpmcf, which is the sum of the set front wheel master pressure braking force BFpmc and the rear wheel master pressure braking force BFpmcr, the effective regeneration system force BTK, and the following equation (21): The second pressurizing braking force setting unit BFpp2 is set. That is, the pressurizing braking force setting unit 28h sets the second pressurizing braking force so that the sum of the master pressure braking force BFpmc, the effective regenerative braking force BTK, and the pressurized braking force does not exceed the set required braking force BF *.

BFpp1 = 0 (20)
BFpp2 = BF * − (BFpmcf + BFpmcr) −BTK (21)

  The pressurization braking force setting unit 28h determines that the acquired effective regenerative braking force BTK is less than a value obtained by subtracting the front wheel master pressure braking force BFpmcf from the set front wheel required braking force BF * f (No in step ST313). ) And the first pressurization braking force BFpp1 and the second pressurization braking force BFpp2 in the fuel efficiency priority mode are set in the same manner as in the distribution priority mode (step ST311). Here, the pressurizing braking force setting unit 28h sets the set front wheel required driving force BF * f, the set front wheel master pressure braking force BFpmcf, the acquired effective regenerative braking force BTK, and the above equation (17). Is set based on the first pressurizing braking force BFpp1, and the second applied force is determined based on the set rear wheel required driving force BF * r, the set rear wheel master pressure braking force BFpmcr, and the above equation (18). The pressure braking force setting unit BFpp2 is set.

  Next, the processing unit 28b sets the first pressurizing pressure Pp1 and the second pressurizing pressure Pp2 (step ST315).

  Next, the pump drive control unit 28k of the processing unit 28b performs drive control of the pressurizing pumps 25h and 26h by driving and controlling the drive motor 29, and the valve opening / closing control unit 28i controls each master cut solenoid valve 25a, The opening degree control of 26a is performed (step ST316). Therefore, in the fuel efficiency priority mode, the regenerative braking force by the regenerative braking device 4 is applied to the front wheels (not shown) of the vehicle CA with priority while maintaining the set required system force BF *. Thus, in the fuel efficiency priority mode, the braking force including the regenerative braking force is distributed to the front wheel braking force and the rear wheel braking force so that the front-rear distribution ratio becomes KF: KR, and the regenerative braking device 4 efficiently performs the regenerative braking. It can be carried out.

  If the braking mode setting unit 28f of the processing unit 28b determines that there is an abnormality (Yes in step ST304), the braking mode is set to the left / right braking mode (step ST317).

  Next, the master pressure braking force setting unit 28e sets the master pressure braking force BFpmc based on the master cylinder pressure PMC (step ST318).

  Next, the target regenerative braking force setting unit 28n sets the target regenerative braking force BFr * to 0 (step ST319). Here, the target regenerative braking force setting unit 28n sets the target regenerative braking force BFr * to 0 (BFr * = 0) so that regenerative braking by the regenerative braking device 4 is not performed in the left-right braking mode.

  Next, the pressurization braking force setting unit 28h sets the first pressurization braking force BFpp1 and the second pressurization braking force BFpp2 (step ST320).

  Next, the processing unit 28b sets the first pressurizing pressure Pp1 and the second pressurizing pressure Pp2 (step ST321).

  Next, the pump drive control unit 28k of the processing unit 28b performs drive control of the pressurizing pumps 25h and 26h by driving and controlling the drive motor 29, and the valve opening / closing control unit 28i controls each master cut solenoid valve 25a, The opening degree control of 26a is performed (step ST316).

  As described above, in the braking apparatus 1-3 according to the third embodiment, the braking force can be applied to the wheels arranged on the diagonal line of the vehicle CA, as in the first embodiment, and the regenerative braking force. Can be distributed to the front wheel braking force and the rear wheel braking force. In addition, the stability of the vehicle behavior at the time of abnormality can be maintained. When there is a possibility that the stability of the vehicle behavior of the vehicle CA during braking will decrease, the braking force including the regenerative braking force is maintained and the front wheel braking force and the rear wheel are maintained by maintaining the front-rear distribution ratio rather than the regenerative braking by the regenerative braking means. Since this is distributed to the braking force, a decrease in stability can be suppressed.

[Embodiment 4]
Next, a braking device according to a fourth embodiment will be described. The fourth embodiment differs from the third embodiment in that the front / rear distribution ratio KF: KR is set based on load movement accompanying a change in posture of the vehicle CA during braking. As shown in FIG. 7, the braking device 1-4 according to the fourth embodiment includes a pressure braking device 2, a G sensor 3, a regenerative braking device 4, a hybrid control device 5, and a road surface friction estimation device 6. It is configured. Since the basic configuration of the braking device 1-4 according to the fourth embodiment is the same as the basic configuration of the braking device 1-3 according to the third embodiment, the description thereof is omitted. The function of the front / rear distribution ratio setting unit 28g of the braking device 1-4 according to the fourth embodiment is the same as the function of the front / rear distribution ratio setting unit 28g of the braking device 1-2 according to the second embodiment. The description is omitted.

  Next, a method for controlling the braking device 1-4 according to the fourth embodiment, particularly a method for controlling the braking force generated by the braking device 1-4 will be described. FIG. 9 is a diagram illustrating a flow of the control method of the braking device according to the fourth embodiment. Note that the control method of the braking device 1-4 according to the fourth embodiment is the same as the control method of the braking device 1-3 according to the third embodiment, and therefore the description thereof is simplified or omitted. .

  First, as shown in the figure, the processing unit 28b determines whether or not a braking request is being made (step ST401).

  Next, when it is determined that the driver has requested braking (Yes in step ST401), the processing unit 28b calculates the pedal stroke amount ST, the master cylinder pressure PMC, the effective regenerative braking force BTK, the acceleration G, and the road surface friction coefficient μ. Obtain (step ST402).

  Next, the required braking force setting unit 28d sets the required braking force BF * (step ST403).

  Next, the abnormality detection unit 28l determines whether at least one of the first system 25 or the second system 26 is abnormal (step ST404).

  Next, when the braking mode setting unit 28f determines that there is no abnormality (No at Step ST404), the braking mode is set to the front / rear braking mode (Step ST405).

  Next, the front / rear distribution ratio setting unit 28g sets the front / rear distribution ratio KF: KR (step ST406). In the fourth embodiment, the detected acceleration G, the center-of-gravity height H stored in the storage unit 28c, the front-rear distribution ratio KF: KR based on the wheelbase L and the front-rear distribution ratio KF0: KR0, and the above formula Based on (14) and (15), the front / rear distribution ratio KF: KR is set.

  Next, the required braking force setting unit 28d sets the front wheel required braking force BF * f and the rear wheel required braking force BF * r based on the front / rear distribution ratio KF: KR (step ST407).

  Next, master pressure braking force setting unit 28e sets front wheel master pressure braking force BFpmcf and rear wheel master pressure braking force BFpmcr based on master cylinder pressure PMC (step ST408).

  Next, the regeneration mode setting unit 28m of the processing unit 28b determines whether or not the distribution priority mode is set (step ST409).

  Next, when the target regenerative braking force setting unit 28n of the processing unit 28b is determined to be in the distribution priority mode (Yes in step ST409), the target regenerative braking force BFr * in the distribution priority mode is set (step ST410).

  Next, the pressure braking force setting unit 28h sets the first pressure braking force BFpp1 and the second pressure braking force BFpp2 in the distribution priority mode (step ST411).

  Next, the processing unit 28b sets the first pressurizing pressure Pp1 and the second pressurizing pressure Pp2 (step ST415).

  Next, the pump drive control unit 28k of the processing unit 28b performs drive control of the pressurizing pumps 25h and 26h by driving and controlling the drive motor 29, and the valve opening / closing control unit 28i controls each master cut solenoid valve 25a, The opening degree control of 26a is performed (step ST416). Therefore, in the distribution priority mode, the front wheel braking force is applied to the front wheel (not shown) of the vehicle CA based on the front / rear distribution ratio KF: KR, and the rear wheel braking force is applied to the rear wheel (not shown) of the vehicle CA. Accordingly, the braking force including the regenerative braking force can be distributed to the front wheel braking force and the rear wheel braking force while maintaining the front / rear distribution ratio KF: KR.

  Further, when it is determined that the target regenerative braking force setting unit 28n of the processing unit 28b is in the fuel efficiency priority mode (No in step ST309), the target regenerative braking force BFr * in the fuel efficiency priority mode is set (step ST412).

  Next, the processing unit 28b determines whether or not the acquired effective regenerative braking force BTK is equal to or greater than a value obtained by subtracting the front wheel master pressure braking force BFpmcf from the set front wheel requested braking force BF * f (step ST413). .

  Next, the pressurization braking force setting unit 28h determines that the acquired effective regenerative braking force BTK is equal to or greater than a value obtained by subtracting the front wheel master pressure braking force BFpmcf from the set front wheel required braking force BF * f (step ST413). (Yes), the first pressurization braking force BFpp1 and the second pressurization braking force BFpp2 in the fuel efficiency priority mode are set (step ST414).

  Further, the pressurizing braking force setting unit 28h determines that the acquired effective regenerative braking force BTK is less than a value obtained by subtracting the front wheel master pressure braking force BFpmcf from the set front wheel required braking force BF * f (No in step ST413). ) And the first pressurization braking force BFpp1 and the second pressurization braking force BFpp2 in the fuel efficiency priority mode are set in the same manner as in the distribution priority mode (step ST411).

  Next, the processing unit 28b sets the first pressurizing pressure Pp1 and the second pressurizing pressure Pp2 (step ST415).

  Next, the pump drive control unit 28k of the processing unit 28b performs drive control of the pressurizing pumps 25h and 26h by driving and controlling the drive motor 29, and the valve opening / closing control unit 28i controls each master cut solenoid valve 25a, The opening degree control of 26a is performed (step ST416).

  If the braking mode setting unit 28f of the processing unit 28b determines that there is an abnormality (Yes in step ST404), the braking mode is set to the left / right braking mode (step ST417).

  Next, the master pressure braking force setting unit 28e sets the master pressure braking force BFpmc based on the master cylinder pressure PMC (step ST418).

  Next, the target regenerative braking force setting unit 28n sets the target regenerative braking force BFr * to 0 (step ST419).

  Next, the pressure braking force setting unit 28h sets the first pressure braking force BFpp1 and the second pressure braking force BFpp2 (step ST420).

  Next, the processing unit 28b sets the first pressurizing pressure Pp1 and the second pressurizing pressure Pp2 (step ST421).

  Next, the pump drive control unit 28k of the processing unit 28b performs drive control of the pressurizing pumps 25h and 26h by driving and controlling the drive motor 29, and the valve opening / closing control unit 28i controls each master cut solenoid valve 25a, The opening degree control of 26a is performed (step ST416).

  As described above, in the braking device 1-4 according to the fourth embodiment, the braking force can be applied to the wheels arranged on the diagonal line of the vehicle CA, as in the third embodiment, and the regenerative braking force. Can be distributed to the front wheel braking force and the rear wheel braking force. In addition, the stability of the vehicle behavior at the time of abnormality can be maintained. When there is a possibility that the stability of the vehicle behavior of the vehicle CA during braking will decrease, the braking force including the regenerative braking force is maintained and the front wheel braking force and the rear wheel are maintained by maintaining the front-rear distribution ratio rather than the regenerative braking by the regenerative braking means. Since this is distributed to the braking force, a decrease in stability can be suppressed. Further, since the distribution of the front wheel braking force and the rear wheel braking force of the braking force is set based on the detected acceleration G of the vehicle CA, the braking force acts on the vehicle CA, so that the front wheel (not shown) of the vehicle CA is not shown. Even if the front wheel load and rear wheel load of the vehicle change from the front wheel load and the rear wheel load at rest, the braking force is distributed to the front wheel braking force and the rear wheel braking force in consideration of the changed load. Can do. Accordingly, the stability of the vehicle behavior during braking can be improved.

  In the first to fourth embodiments, the front wheel braking force is applied to a front wheel (not shown) of the vehicle CA by the brake oil OIL1 of the first system 25 and the vehicle CA is shown by the brake oil OIL2 of the second system 26 in the front-rear braking mode. Although the first connection pipe L18 and the second connection pipe L28 are arranged so that the rear wheel braking force is applied to the rear wheels that are not, the present invention is not limited to this. The first connection pipe L18 has one end connected to the upstream side of the holding solenoid valve 25b and the holding solenoid valve 25c in the first system 25, and the other end connected between the holding solenoid valve 26c and the RR cylinder 27d. In other words, the second system 26 may be connected to the downstream side of the holding solenoid valve 26c. In this case, the first switching valve 25d connects and disconnects the master cut solenoid valve 25a of the first system 25 and the RR cylinder 27d. On the other hand, the second connection pipe L28 has one end connected to the upstream side of the holding solenoid valve 26b and the holding solenoid valve 26c in the second system 26, and the other end connected to the holding solenoid valve 25b and the FR cylinder 27a. In other words, it may be connected to the downstream side of the holding solenoid valve 25b in the first system 25. In this case, the second switching valve 26d connects / disconnects the master cut solenoid valve 26a of the second system 26 and the FR cylinder 27a. Accordingly, in the front / rear braking mode, the first switching valve 25d and the second switching valve 26d are opened, the holding solenoid valve 25b of the first system 25 is closed, the holding solenoid valve 25c is opened, and the second system 26 is opened. By opening the holding solenoid valve 26b and closing the holding solenoid valve 26c, the rear wheel braking force is applied to the rear wheels of the vehicle CA by the brake oil OIL1 of the first system 25 and the brake oil OIL2 of the second system 26. Thus, a front wheel braking force may be applied to the front wheels of the vehicle CA.

  In the third and fourth embodiments, the regenerative braking device 4 is provided so that the regenerative braking force acts on the front wheels of the vehicle CA. However, the present invention is not limited to this. For example, the regenerative braking device 4 may apply a regenerative braking force to a rear wheel (not shown) of the vehicle CA. In this case, in the distribution priority mode, the target regenerative braking force BFr * is set based on the rear wheel required braking force BF * r, and the second pressurizing braking force is set based on the effective regenerative braking force BTK. Is called. In the fuel efficiency priority mode, it is determined whether or not the effective regenerative braking force BTK is equal to or greater than the value obtained by subtracting the rear wheel master pressure braking force BFpmcr from the rear wheel required braking force BF * r. If the value is equal to or greater than the value obtained by subtracting the rear wheel master pressure braking force BFpmcr from the requested braking force BF * r, the first pressurizing braking force is set based on the effective regenerative braking force BTK, and the effective regenerative braking force BTK is controlled by the rear wheel demand control. If it is less than the value obtained by subtracting the rear wheel master pressure braking force BFpmcr from the power BF * r, the second pressurizing braking force is set based on the effective regenerative braking force BTK.

  As described above, the braking device according to the present invention includes the first braking system that applies braking force to the right front wheel and the left rear wheel, and the second braking system that applies braking force to the left front wheel and the right rear wheel. It is useful for a braking device, and is particularly suitable for distributing braking force to front wheel braking force and rear wheel braking force while allowing braking force to act on wheels arranged on a diagonal line of the vehicle.

It is a figure which shows the schematic structural example of the braking device concerning Embodiment 1. FIG. It is a figure which shows the schematic structural example (in the left-right braking mode) of a pressure braking device. It is a figure which shows the schematic structural example of the pressure braking device at the time of the front-back braking mode. It is a figure which shows the flow of the control method of the braking device concerning Embodiment 1. FIG. It is a figure which shows the example of schematic structure of the braking device concerning Embodiment 2. FIG. It is a figure which shows the flow of the control method of the braking device concerning Embodiment 2. FIG. It is a figure which shows the example of schematic structure of the braking device concerning Embodiment 3,4. It is a figure which shows the flow of the control method of the braking device concerning Embodiment 3. FIG. It is a figure which shows the flow of the control method of the braking device concerning Embodiment 4. FIG.

Explanation of symbols

1-1 to 1-4 Braking device 2 Pressure braking device 21 Brake pedal 21a Stroke sensor 22 Master cylinder 22a Reservoir 23 Brake booster 23a Negative pressure sensor 23b Negative pressure pipe 23c Check valve 24 Master cylinder pressure sensor 25 First system 25a Master Cut solenoid valve (pressurizing means)
25b, 25c Holding solenoid valve (11th system valve, 12th system valve)
25d First switching valve 25e, 25f Pressure reducing solenoid valve 25g Reservoir 25h Pressure pump (pressurizing means)
26 Second system 26a Master cut solenoid valve (pressurizing means)
26b, 26c Holding solenoid valve (21st system valve, 22nd system valve)
26d Second switching valve 26e, 26f Pressure reducing solenoid valve 26g Reservoir 26h Pressure pump (pressurizing means)
27a to 27d Wheel cylinder 27e to 27h Brake pad 27i to 27m Brake rotor 28 Brake control device (control means)
28a Input / output unit 28b Processing unit 28c Storage unit 28d Required braking force setting unit (required braking force setting means)
28e Master pressure braking force setting unit 28f Braking mode setting unit (braking mode setting means)
28g Front / rear distribution ratio setting unit (front / rear distribution ratio setting means)
28h Pressurizing braking force setting unit 28i Valve opening / closing control unit 28k Pump drive control unit 28l Abnormality detecting unit (abnormality detecting means)
28m Regenerative mode setting part (Regenerative mode setting means)
28n Target regenerative braking force setting unit (target regenerative braking force setting means)
29 Drive motor 3 G sensor (acceleration detection means)
4 Regenerative braking device (regenerative braking means)
41 Motor generator 42 Inverter 43 Battery 44 Motor generator control device 5 Hybrid control device 6 Road friction estimation device BF * Required braking force BF * f Required front wheel braking force BF * r Required rear wheel braking force BFpmc Master pressure braking force BFpmcf Front wheel master pressure braking force BFpmcr Rear wheel master pressure braking force BFpp1 First pressure braking force BFpp2 Second pressure braking force BFr * Target regenerative braking force BTK Effective regenerative braking force I1, I2 Command current values L10 to L17, L20 to L27 Hydraulic piping L18 First connection piping L28 Second connection piping Pp1 First pressurization pressure Pp2 Second pressurization pressure PMC Master cylinder pressure PV Negative pressure PWC Wheel cylinder pressure ST Pedal stroke amount

Claims (9)

In a braking device that pressurizes a working fluid in accordance with a driver's brake operation and applies a pressure braking force to the vehicle by supplying the pressurized working fluid to a wheel cylinder provided on each wheel of the vehicle.
A brake pedal operated by the driver;
Operation pressure applying means for applying an operation pressure to the working fluid in response to an operation of the driver's brake pedal;
A first system for supplying the pressurized working fluid to a front wheel right wheel cylinder provided on the right front wheel and a rear wheel left wheel cylinder provided on the left rear wheel;
A second system for supplying the pressurized working fluid to a front wheel left wheel cylinder provided on the left front wheel and a rear wheel right wheel cylinder provided on the right rear wheel;
An eleventh system valve provided on the upstream side of the front wheel right wheel cylinder of the first system;
A twelfth system valve provided on the upstream side of the rear wheel left wheel cylinder of the first system;
A 21st system valve provided on the upstream side of the front wheel left wheel cylinder of the second system;
A 22nd system valve provided on the upstream side of the rear wheel right wheel cylinder of the second system;
Of the first system, upstream of the eleventh system valve and the twelfth system valve, between the twenty-first system valve and the front wheel left wheel cylinder, or the twenty-second system valve and the rear wheel right wheel cylinder. A first connection pipe connecting any one of the
The upstream side of the 21st system valve and the 22nd system valve in the second system, and either the front wheel left wheel cylinder or the rear wheel right wheel cylinder connected to the first connection pipe and the longitudinal direction of the vehicle A second connecting pipe for connecting either the rear wheel left wheel cylinder and the twelfth system valve opposed to each other or the front wheel right wheel cylinder and the eleventh system valve;
A first switching valve provided in the first connection pipe;
A second switching valve provided in the second connection pipe;
A braking device comprising: A control means for controlling at least opening and closing of each valve;
The control means can switch the braking mode between a front-rear braking mode and a left-right braking mode,
In the front-rear braking mode, the first switching valve and the second switching valve are opened, and one of the eleventh system valve and the twelfth system valve that is connected to the second connection pipe is closed, The other is opened, one of the 21st system valve and the 22nd system valve connected to the first connection pipe is closed, the other is opened,
In the left / right braking mode, the first switching valve and the second switching valve are closed, the eleventh system valve and the twelfth system valve are opened, and the twenty-first system valve and the twenty-second system valve are opened. The braking device according to claim 2, wherein the valve is opened. An abnormality detection means for detecting an abnormality in at least one of the first system or the second system;
The braking device according to claim 2, wherein the control unit switches to the front-rear braking mode when the abnormality is not detected, and switches to the left-right braking mode when the abnormality is detected. A required braking force setting means for setting a required braking force according to a brake operation by the driver;
Based on the set required braking force, the first system working fluid and the second system operation are respectively pressurized by pressurizing the first system working fluid in the first system and the second system working fluid in the second system. Further comprising pressurizing means for respectively applying a pressurizing pressure to the fluid;
The said control means performs the pressurization control which controls individually the pressurization pressure respectively given by the said pressurization means to the said 1st system working fluid and the said 2nd system working fluid. The braking device described in 1. A distribution ratio setting for setting a front / rear distribution ratio that is a ratio of a front wheel braking force acting on the front wheel of the vehicle and a rear wheel braking force acting on the rear wheel of the vehicle with respect to a braking force acting on the vehicle in the front / rear braking mode Further comprising means,
The braking device according to claim 4, wherein the control unit performs the pressurization control based on the set front / rear distribution ratio. Acceleration detecting means for detecting the acceleration of the vehicle,
6. The braking device according to claim 5, wherein the distribution ratio setting means sets the front / rear distribution ratio based on the detected acceleration. Regenerative braking means for applying a regenerative braking force to at least one of the front wheels or rear wheels of the vehicle;
Regenerative braking force setting means for setting a target regenerative braking force;
Further comprising
The control means adds the pressure braking force when the sum of the pressure braking force based on the operating pressure and the regenerative braking force based on the set target regenerative braking force is insufficient with respect to the set required braking force. The braking device according to claim 5 or 6, wherein pressure control is performed. The control means can switch the regeneration mode by the regenerative braking means to at least a distribution priority mode and a fuel efficiency priority mode in the front-rear braking mode,
The braking device according to claim 7, wherein the regenerative braking force setting means sets the target regenerative braking force to be larger in the fuel consumption priority mode than in the distribution priority mode.   The braking device according to claim 8, wherein the regeneration mode is switched based on at least one of a deceleration state of the vehicle or a frictional state of a road surface on which the vehicle travels.

Images